Articulated marine vehicle

ABSTRACT

Stabilizers ( 14.1, 14.2 ) coupled to associated stanchions ( 20.1, 20.2 ) and associated linkage assemblies ( 16.1, 16.2 ) on both sides of a central hull ( 12 ) provide for piercing or cutting through waves ( 76 ′). Aerodynamic surfaces ( 18.1, 18.2, 112, 114, 116, 118 ) over the linkage assemblies ( 16.1, 16.2 ) provide lift, as may a central keel ( 68 ) on the central hull ( 12 ). In one embodiment, each stanchion ( 20.1, 20.2 ) is coupled to the central hull ( 12 ) with a four-bar linkage assembly ( 16.1′, 16.2 ′) incorporating pivot bushings ( 78, 80, 86, 88, 92, 94, 98, 100 ) depending from the central hull ( 12 ) and the associated stanchion ( 20.1, 20.2 ) in cooperation with two pairs of non-parallel hinge pins ( 82.1, 82.2, 82.3, 82.4 ), respectively, with associated wedge-shaped aerodynamic surfaces ( 112′, 114′, 116′, 118 ′) attached to the linkage assembly ( 16.1, 16.2 ). The height of the stabilizers ( 14.1, 14.2 ) relative to the central hull ( 12 ) is adjustable using associated actuators ( 42.1, 42.2 ) in cooperation with the linkage assemblies ( 16.1, 16.2 ) either providing for, or responsive to, different operating conditions. Dampers ( 42 ′) may be associated with or incorporated in the actuators ( 42.1, 42.2 ) to provide for dampening associated shock and vibration.

CROSS-REFERENCE TO RELATED APPLICATIONS

The instant application claims the benefit of prior U.S. Provisional Application Ser. No. 61/143,104 filed on 7 Jan. 2009, which is incorporated by reference herein in its entirety.

BRIEF DESCRIPTION OF THE DRAWINGS

In the accompanying drawings:

FIG. 1 a illustrates an oblique view of a first embodiment of an articulated marine vehicle;

FIG. 1 b illustrates a side cross-sectional view of the first embodiment of the articulated marine vehicle through an associated port airfoil looking starboard;

FIG. 1 c illustrates a bow view of the first embodiment of the articulated marine vehicle;

FIG. 1 d illustrates a stern view of the first embodiment of the articulated marine vehicle;

FIG. 1 e illustrates a top view of the first embodiment of the articulated marine vehicle;

FIG. 1 f illustrates a bottom view of the first embodiment of the articulated marine vehicle;

FIG. 1 g illustrates a fragmentary view of a port portion of the first embodiment of the articulated marine vehicle with an alternative construction detail, viewed from the bow;

FIG. 1 h illustrates a fragmentary view of starboard portion of the first embodiment of the articulated marine vehicle with the alternative construction detail, viewed from the stern;

FIG. 2 illustrates top view of a portion of a top hinge connecting a top airfoil portion to either a hull or an associated stanchion of the first embodiment of the articulated marine vehicle;

FIG. 3 illustrates bottom view of a portion of a bottom hinge connecting a bottom airfoil portion to either the hull or the associated stanchion of the first embodiment of the articulated marine vehicle;

FIG. 4 a illustrates a transverse cross-sectional view of the first embodiment of the articulated marine vehicle with the associated stabilizers in a level position, viewed from the stern;

FIG. 4 b illustrates a transverse fragmentary cross-sectional view of the first embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position, viewed from the stern;

FIG. 4 c illustrates a transverse fragmentary cross-sectional view of the first embodiment of the articulated marine vehicle with an associated stabilizer in a raised position, viewed from the stern;

FIG. 5 illustrates top view of the first embodiment of the articulated marine vehicle and the central portions of the associated control arms thereof;

FIG. 6 a illustrates a fragmentary view of a portion of a port-side front control arm of the first embodiment of the articulated marine vehicle viewed from the stern;

FIG. 6 b illustrates a fragmentary view of the portion of the port-side front control arm of the first embodiment of the articulated marine vehicle viewed from the bow;

FIG. 7 illustrates a fragmentary view of a portion of a starboard-side rear control arm of the first embodiment of the articulated marine vehicle viewed from the stern;

FIG. 8 illustrates a fragmentary top view of a front control arm of the first embodiment of the articulated marine vehicle;

FIG. 9 illustrates a side view of a pair of damper actuators connected to both the front control arm and to a lower pivot shaft of the first embodiment of the articulated marine vehicle;

FIG. 10 illustrates a side view of a port stanchion and associated stabilizer of the first embodiment of the articulated marine vehicle viewed from the starboard side thereof;

FIG. 11 illustrates a cross-sectional view of the port stanchion and associated stabilizer of the first embodiment of the articulated marine vehicle at a relatively aftward location, viewed from the bow;

FIG. 12 illustrates a cross-sectional view of the port stanchion and associated stabilizer of the first embodiment of the articulated marine vehicle at a relatively forward location, viewed from the bow;

FIGS. 13 a and 13 b illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle operating at a relatively high speed in water with the keel at the top of a first wave and the associated stabilizers at a mid-height of other waves;

FIGS. 14 a and 14 b illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the airfoils locked in a substantially horizontal position;

FIGS. 15 a and 15 b illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the associated stabilizers at their lowest positions;

FIGS. 16 a and 16 b illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the associated stabilizers at their highest positions;

FIGS. 17 a and 17 b illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the associated stabilizers positioned so as to minimize draft;

FIG. 18 illustrates a top view of a second embodiment of a top hinge connecting a top airfoil portion to the hull or an associated stanchion;

FIG. 19 illustrates a second embodiment of a bottom hinge connecting a bottom airfoil portion to either the hull or an associated stanchion;

FIG. 20 illustrates a side cross-sectional view of a slideable attachment used in the second embodiment of the bottom hinge illustrated in FIG. 19;

FIG. 21 a illustrates an oblique view of a second embodiment of an articulated marine vehicle;

FIG. 21 b illustrates a side cross-sectional view of the second embodiment of the articulated marine vehicle through an associated port airfoil looking starboard;

FIG. 21 c illustrates a transverse cross-sectional view of the second embodiment of the articulated marine vehicle with the associated airfoils in a level position;

FIG. 21 d illustrates a fragmentary transverse cross-sectional view of the second embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position;

FIG. 21 e illustrates a fragmentary transverse cross-sectional view of the second embodiment of the articulated marine vehicle with an associated stabilizer in a raised position;

FIG. 22 a illustrates an oblique view of a third embodiment of an articulated marine vehicle;

FIG. 22 b illustrates a side cross-sectional view of the third embodiment of the articulated marine vehicle through an associated port airfoil looking starboard;

FIG. 23 illustrates a side cross-sectional view of the associated airfoil of the third embodiment of the articulated marine vehicle;

FIG. 24 a illustrates a transverse cross-sectional view through a relatively forward location of the third embodiment of the articulated marine vehicle with the associated airfoils in a level position;

FIG. 24 b illustrates a transverse cross-sectional view through a relatively aftward location of the third embodiment of the articulated marine vehicle with the associated airfoils in a level position;

FIG. 25 illustrates an oblique view of a fourth embodiment of an articulated marine vehicle;

FIG. 26 illustrates a side cross-sectional view of the fourth embodiment of the articulated marine vehicle through an associated port airfoil looking starboard;

FIG. 27 illustrates a transverse cross-sectional view of the fourth embodiment of the articulated marine vehicle with the associated airfoils in a level position;

FIG. 28 a illustrates a transverse cross-sectional view of the fourth embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position;

FIG. 28 b illustrates a transverse cross-sectional view of the fourth embodiment of the articulated marine vehicle with an associated stabilizer in a raised position;

FIG. 29 illustrates an oblique view of a fifth embodiment of an articulated marine vehicle;

FIG. 30 illustrates a side cross-sectional view of the fifth embodiment of the articulated marine vehicle through an associated port airfoil looking starboard, absent an associated sail;

FIG. 31 illustrates a transverse cross-sectional view of the fifth embodiment of the articulated marine vehicle with the associated airfoils in a level position;

FIG. 32 a illustrates a fore-aft view of a mast used in the fifth embodiment of the articulated marine vehicle;

FIG. 32 b illustrates a side view of the mast used in the fifth embodiment of the articulated marine vehicle;

FIG. 33 a illustrates a fragmentary transverse cross-sectional view of the fifth embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position;

FIG. 33 b illustrates a fragmentary transverse cross-sectional view of the fifth embodiment of the articulated marine vehicle with an associated stabilizer in a raised position;

FIG. 34 a illustrates a top view of an aft portion of a port stabilizer and an associated rudder assembly, with the rudder positioned to turn the associated articulated marine vehicle to port;

FIG. 34 b illustrates a side view of the aft portion of the port stabilizer and associated rudder assembly illustrated in FIG. 34 a;

FIG. 35 illustrates a bottom view of the aft portion of a port stabilizer and the associated rudder assembly from FIGS. 34 a and 34 b, but with the rudder positioned to turn the associated articulated marine vehicle to starboard;

FIG. 36 a illustrates an oblique view of a sixth embodiment of an articulated marine vehicle;

FIG. 36 b illustrates a front view of the sixth embodiment of an articulated marine vehicle illustrated in FIG. 36 a;

FIG. 37 a illustrates an oblique view of a seventh embodiment of an articulated marine vehicle;

FIG. 37 b illustrates a front view of the seventh embodiment of an articulated marine vehicle illustrated in FIG. 37 a; and

FIG. 37 c illustrates a rear view of the seventh embodiment of an articulated marine vehicle illustrated in FIG. 37 a.

DESCRIPTION OF EMBODIMENT(S)

Referring to FIGS. 1 a-1 f, a first embodiment of an articulated marine vehicle 10, 10.1 comprises a central hull 12 to which are coupled port 14.1 and starboard 14.2 stabilizers via associated port 16.1 and starboard 16.2 linkage assemblies, respectively, that either incorporate or support associated respective port 18.1 and starboard 18.2 airfoil assemblies. The port 16.1 and starboard 16.2 linkage assemblies are coupled to the port 14.1 and starboard 14.2 stabilizers with associated port 20.1 and starboard 20.2 stanchions, respectively. For example, in the first embodiment of the articulated marine vehicle 10, 10.1, the port 16.1 and starboard 16.2 linkage assemblies comprise associated respective port 16.1′ and starboard 16.2′ four-bar linkage assemblies.

Referring also to FIGS. 2 and 3, the port four-bar linkage assembly 16.1′ comprises one or more upper links 22 extending between an upper inboard port hinge 24.1 and an upper outboard port hinge 26.1, and one or more lower links 28 extending between a lower inboard port hinge 30.1 and a lower outboard port hinge 32.1. The upper inboard port hinge 24.1 is coupled along and to a port gunwale 34.1 of the central hull 12, the upper outboard port hinge 26.1 is coupled along and to the top 36.1 of the port stanchion 20.1, the lower inboard port hinge 30.1 is coupled along and to the port side 38.1 of the central hull 12, and the lower outboard port hinge 32.1 is coupled along and to an inboard side 40.1 of the port stanchion 20.1. Similarly, the starboard four-bar linkage assembly 16.2′ comprises one or more upper links 22 extending between an upper inboard starboard hinge 24.2 and an upper outboard starboard hinge 26.2, and one or more lower links 28 extending between a lower inboard starboard hinge 30.2 and a lower outboard starboard hinge 32.2. The upper inboard starboard hinge 24.2 is coupled along and to a starboard gunwale 34.2 of the central hull 12, the upper outboard starboard hinge 26.2 is coupled along and to the top 36.2 of the starboard stanchion 20.2, the lower inboard starboard hinge 30.2 is coupled along and to the starboard side 38.2 of the central hull 12, and the lower outboard starboard hinge 32.2 is coupled along and to an inboard side 40.2 of the starboard stanchion 20.2.

Referring also to FIGS. 4 a-4 c, 6 a-6 b and 7-9, the port 16.1 and starboard 16.2 linkage assemblies cooperate with a plurality of associated port 42.1 and starboard 42.2 actuators, respectively, so as to provide for either raising or lowering the respective associated port 20.1 and starboard 20.2 stanchions and port 14.1 and starboard 14.2 stabilizers operatively coupled thereto, wherein the port stanchion 20.1 and stabilizer 14.1 can be raised or lowered independently of the starboard stanchion 20.2 and stabilizer 14.2, and vice versa. For example, the first embodiment of the articulated marine vehicle 10, 10.1 incorporates forward 44.1 and aft 44.2 port control arms that pivot about the upper inboard port hinge 24.1, first end portions 46.1, 46.2 of which extend within the port four-bar linkage assembly 16.1′ and which are operatively coupled to the upper link(s) 22 thereof, and opposing second end portions 48.1, 48.2 of which extend within the central hull 12 and which are operatively coupled through the plurality of corresponding port actuators 42.1 to the central hull 12. Similarly, the first embodiment of the articulated marine vehicle 10, 10.1 incorporates forward 50.1 and aft 50.2 starboard control arms that pivot about the upper inboard starboard hinge 24.2, first end portions 46.1, 46.2 of which extend within the starboard four-bar linkage assembly 16.2′ and which are operatively coupled to the upper link(s) 22 thereof, and opposing second end portions 48.1, 48.2 of which extend within the central hull 12 and which are operatively coupled through a plurality of corresponding starboard actuators 42.2 to the central hull 12.

The forward port 44.1 and starboard 50.1 control arms and associated port 42.1 and starboard 42.2 actuators are located between a pair of forward bulkheads 52 within a bow portion 54 of the central hull 12 that stiffen the central hull 12 so as to provide for reacting against forces generated responsive to the actuation of the forward port 44.1 and starboard 50.1 control arms by the associated port 42.1 and starboard 42.2 actuators, respectively. Referring to FIG. 9, the port 42.1 and starboard 42.2 actuators are each operatively coupled to the central hull 12 with respective pins 56, for example, constructed of stainless steel, that extend through associated mounting holes 58 in the forward bulkheads 52, and through associated spacer bushings 59, for example, constructed of aluminum; and are each operatively coupled to the respective forward port 44.1 and starboard 50.1 control arms with respective pins 60, for example, constructed of stainless steel, that extend through mounting holes 62 in the second end portions 48.1 thereof, and through associated spacer bushings 63, for example, constructed of aluminum. Similarly, the aft port 44.2 and starboard 50.2 control arms and associated port 42.1 and starboard 42.2 actuators are located between a pair of aft bulkheads 64 within a stern portion 66 of the central hull 12 that stiffen the central hull 12 so as to provide for reacting against forces generated responsive to the actuation of the aft port 44.2 and starboard 50.2 control arms by the associated port 42.1 and starboard 42.2 actuators, respectively. The port 42.1 and starboard 42.2 actuators are each operatively coupled to the central hull 12 with respective pins 56 that extend through associated mounting holes 58 in the aft bulkheads 64, and are each operatively coupled to the respective aft port 44.2 and starboard 50.2 control arms with respective pins 60 that extend through mounting holes 62 in the second end portions 48.2 thereof.

The central hull 12 incorporates a keel 68 that extends downward and forward of the central hull 12 along the full length thereof from the bow 70 to the stern 72 thereof. The keel 68 incorporates a V-shaped surface 74, that on the bow 70 in cooperation with the remainder of the keel 68 acts has a wave separator to spread waves that are sufficiently large to reach the bow 70 during operation of the articulated marine vehicle 10, 10.1. Also, during operation, the keel 68 acts as a ski to provide for riding waves and keeping the articulated marine vehicle 10, 10.1 relatively level in pitch during operation thereof. In one embodiment, the keel 68 is swept outwards as it extends upward along the bow 70, so as to mitigate against nose-diving during deceleration of the articulated marine vehicle 10, 10.1. Alternatively, the width of the keel 68′ may be kept substantially constant along the bow 70. If and when the articulated marine vehicle 10, 10.1 is used under sail power, the keel 68, in cooperation with the port 14.1 and starboard 14.2 stabilizers, provides for reacting against transverse wind-generated forces so as to mitigate against lateral slippage of the articulated marine vehicle 10, 10.1 within the water 76 responsive to the transverse wind-generated forces from the sail. A keel 68 is not essential in all variants of the articulated marine vehicle 10, 10.1. For example, a keel 68 would not be necessary for some articulated marine vehicles 10, 10.1 adapted for fishing, and the overall speed potential of the articulated marine vehicles 10, 10.1 would not likely be substantially affected by the presence or not of a keel 68. However, the keel 68 improves the ability of the articulated marine vehicles 10, 10.1 to withstand rough water 76.

Referring again to FIG. 2, the upper inboard port 24.1 and starboard 24.2 hinges each comprise a plurality of sets of first 78 and second 80 bushings located along a corresponding common hinge pin 82.1. The first bushings 78 are operatively coupled to the central hull 12 along respective upper inboard lines 83 that are substantially parallel and proximate to the port 34.1 and starboard 34.2 gunwales thereof, respectively, and the plurality of second bushings 80 located along respective upper inboard longitudinal beams 84 operatively coupled to the associated upper links 22 of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies, respectively. For each set of first 78 and second 80 bushings, either one or a pair of the first bushings 78 is operatively coupled to the central hull 12, and either a pair or one of the second bushings 80 is operatively coupled to the associated upper inboard longitudinal beam 84, wherein the pair of fifth 92 or sixth 94 bushings surrounds and captures the associated single first 78 or second 80 bushing along the associated common hinge pin 82.1 so as to substantially limit relative longitudinal movement of the port 16.1 and starboard 16.2 linkage assemblies relative to the central hull 12, while enabling the upper links 22 of the port 16.1 and starboard 16.2 linkage assemblies to rotate about their respective hinge pins 82. As illustrated in FIG. 2, every other set of first 78 and second 80 bushings uses a single first bushing 78 surrounded by a pair of second bushings 80, and the alternate sets of first 78 and second 80 bushings use a pair of first bushings 78 surrounding a single second bushing 80.

Similarly, the upper outboard port 26.1 and starboard 26.2 hinges each comprise a plurality of sets of third 86 and fourth 88 bushings located along a corresponding common hinge pin 82.2. The third bushings 86 are operatively coupled to the port 20.1 and starboard 20.2 stanchions along respective upper outboard lines 89 along or proximate the tops 36.1, 36.2 thereof, respectively, and the plurality of fourth bushings 88 located along respective upper outboard longitudinal beams 90 operatively coupled to the associated upper links 22 of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies, respectively. For each set of third 86 and fourth 88 bushings, either one or a pair of the third bushings 86 is operatively coupled to the port 20.1 or starboard 20.2 stanchion, and either a pair or one of the fourth bushings 88 is operatively coupled to the associated upper outboard longitudinal beam 90, wherein the pair of third 86 or fourth 88 bushings surrounds and captures the associated single third 86 or fourth 88 bushing along the associated common hinge pin 82.2 so as to substantially limit relative longitudinal movement of the port 16.1 and starboard 16.2 linkage assemblies relative to the port 20.1 and starboard 20.2 stanchions, respectively, while enabling the upper links 22 of the port 16.1 and starboard 16.2 linkage assemblies to rotate about their respective hinge pins 82. As illustrated in FIG. 2, every other set of third 86 and fourth 88 bushings uses a single third bushing 86 surrounded by a pair of fourth bushings 88, and the alternate sets of third 86 and fourth 88 bushings use a pair of third bushings 86 surrounding a single fourth bushing 88.

Referring again to FIG. 3, the lower inboard port 30.1 and starboard 30.2 hinges each comprise a plurality of fifth 92 and sixth 94 bushings located along a corresponding common hinge pin 82.3. The fifth bushings 92 are operatively coupled to the central hull 12 along respective lower inboard lines 95 that are sloped downwards from bow to stern, along the port 38.1 and starboard 38.2 sides of the central hull 12, respectively, and the plurality of sixth bushings 94 located along respective lower inboard longitudinal beams 96 operatively coupled to the associated lower links 28 of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies, respectively. The fifth 92 and sixth 94 bushings are interleaved with respect to one another, and separated from one another, along the respective hinge pins 82.3 so as to provide for the fifth 92 and sixth 94 bushings to slide with respect to one another responsive to the rotation of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies relative to the central hull 12, as a result of the lower inboard port 30.1 and starboard 30.2 hinges not being parallel to the corresponding upper inboard port 24.1 and starboard 24.2 hinges.

Similarly, the lower outboard port 32.1 and starboard 32.2 hinges each comprise a plurality of sets of seventh 98 and eighth 100 bushings located along a corresponding common hinge pin 82.4. The seventh bushings 98 are operatively coupled to the port 20.1 and starboard 20.2 stanchions along respective lower outboard lines 101 that are sloped downwards from bow to stern, along the inboard sides 40.1, 40.2 of the port 20.1 and starboard 20.2 stanchions, respectively, and the plurality of eighth bushings 100 are located along respective lower outboard longitudinal beams 102 operatively coupled to the associated lower links 28 of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies, respectively. The seventh 98 and eighth 100 bushings are interleaved with respect to one another, and separated from one another, along the respective hinge pins 82.4 so as to provide for the seventh 98 and eighth 100 bushings to slide with respect to one another responsive to the rotation of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies relative to the port 20.1 and starboard 20.2 stanchions, as a result of the lower outboard port 32.1 and starboard 32.2 hinges not being parallel to the corresponding upper outboard port 26.1 and starboard 26.2 hinges.

The bushings 78, 80, 86, 88, 92, 94, 98, 100 can be formed and/or attached in a variety of ways. For example, if the structural portions of the central hull 12 and associated port 16.1′ and starboard 16.2′ four-bar linkage assemblies and the port 20.1 and starboard 20.2 stanchions are constructed of metal, e.g. aluminum, the bushings 78, 80, 86, 88, 92, 94, 98, 100, for example, also constructed of aluminum, can be welded to the associated structural elements in accordance with the above-described structure. Alternatively, the bushings 78, 80, 86, 88, 92, 94, 98, 100 could be integrally formed in the central hull 12 and associated port 16.1′ and starboard 16.2′ four-bar linkage assemblies and port 20.1 and starboard 20.2 stanchions, for example, by molding or composite lamination. In one alternative, the port 16.1 and starboard 16.2 linkage assemblies could be of what is known as any of unitized, unibody or monocoque construction, with the associated bushings 80, 88, 94 and 100 attached to or incorporated in the surface thereof. The associated hinge pins 82.1, 82.2, 82.3 and 82.4 can be constructed of either metallic, e.g. stainless steel, or composite rods.

In one set of embodiments, a conventional marine vehicle can be adapted as an articulated marine vehicle 10, 10.1 by adding structure to the port 38.1 and starboard 38.2 sides of the central hull 12 sufficient to support the associated pluralities of first 78 and seventh 98 bushings. For example, referring to FIGS. 1 g and 1 h, in one embodiment, upper 104 and lower 106 channel sections were welded to the port 38.1 and starboard 38.2 sides of a central hull 12 of a conventional aluminum boat, with the upper channel sections 104 on the port 38.1 and starboard 38.1 sides substantially parallel and proximate to the port 34.1 and starboard 34.2 gunwales, and with the lower channel sections 106 sloping downwards from bow to stern, wherein the associated outboard surfaces 108 on the port side 38.1 are co-planar in a port-side plane 110.1, for example, in a substantially vertical port-side plane 110.1, and the outboard surfaces 108 on the starboard side 38.2 are co-planar in a starboard-side plane 110.2, for example, in a substantially vertical starboard-side plane 110.2. Alternatively, a single channel section with a tapered width profile—providing for a channel height that increases from bow to stern—could be used instead of the separate upper 104 and lower 106 channel sections.

The upper side of the upper links 22 and the upper inboard 84 and outboard 90 longitudinal beams of the port four-bar linkage assembly 16.1′ is covered by an upper port airfoil surface 112, for example, a corresponding planar surface 112′, and the lower side of the lower links 28 and the lower inboard 96 and outboard 102 longitudinal beams of the port four-bar linkage assembly 16.1′ is covered by a lower port airfoil surface 114, for example, a corresponding planar surface 114′, wherein the upper 112 and lower 114 port airfoil surfaces joined by an associated port leading edge 115.1 on the bow ends thereof constitute the primary active surfaces of the port airfoil assembly 18.1. Similarly, the upper side of the upper links 22 and the upper inboard 84 and outboard 90 longitudinal beams of the starboard four-bar linkage assembly 16.2′ is covered by an upper starboard airfoil surface 116, for example, a corresponding planar surface 116′, and the lower side of the lower links 28 and the lower inboard 96 and outboard 102 longitudinal beams of the starboard four-bar linkage assembly 16.1′ is covered by a lower starboard airfoil surface 118, for example, a corresponding planar surface 118′, wherein the upper 112 and lower 114 starboard airfoil surfaces joined by an associated starboard leading edge 115.2 on the bow ends thereof constitute the primary active surfaces of the starboard airfoil assembly 18.2.

The port 14.1 and starboard 14.2 stabilizers are tubular structures that provide for either piercing through waves, bridging across the crests of adjacent waves, or cutting through the crests of waves, depending upon the associated height of the waves and the wavelength of the waves, and depending upon the speed and attitude of the articulated marine vehicle 10, 10.1. For example, in one embodiment, the stabilizers, 14.1, 14.2 are constructed from cylindrical tubes 14′ that provides a portion of the buoyancy necessary to float the central hull 12, for example, about 85% of the buoyancy necessary to float the central hull 12. Generally, the buoyancy provided by the stabilizers, 14.1, 14.2 as a percentage of that necessary to float the central hull 12 could range from 50% to 90%, wherein, for example, the particular amount of this buoyancy within this range is inversely related to the roughness of the water in which the articulated marine vehicle 10, 10.1 is intended to be operated. Alternatively to, or in addition to providing floatation, the port 14.1 and starboard 14.2 stabilizers could be adapted as hydrofoils so as to provide for hydrodynamic lift. Referring to FIG. 1 b, when moving through waves 76′ of sufficient height, e.g. higher than the height of the stabilizers 14.1, 14.2, the stabilizers 14.1, 14.2 tend to pierce through the wave, for example, at about the height center thereof depending upon the position of the port 16.1 and starboard 16.2 linkage assemblies and the amount of aerodynamic lift from the port 18.1 and starboard 18.2 airfoil assemblies. As the stabilizers 14.1, 14 pierce the waves 76′, they tend to draw in atmospheric air 120 that contributes to a the boundary layer on the submerged surface of the stabilizers, 14.1, 14.2, which provides for reducing associated hydrodynamic drag. In one embodiment, the bows 122 of the stabilizers 14.1, 14.2 are sloped upwards so as to prevent nose-diving. In the first embodiment of the articulated marine vehicle 10, 10.1, the stabilizers 14.1, 14.2 are substantially longer than the length of the central hull 12, extending both forward of the bow 70 and aftward of the stern 72 of the central hull 12, which provides for maintaining a relatively level pitch during the operation thereof in rough water. Furthermore, the aftward extension of the stabilizers 14.1, 14.2 aftward of the stern 72 of the central hull 12 provides for dampening or cancelling the wake that would be generated by the propeller or water jet of either an inboard, outboard or inboard/outboard powered embodiment with the associated propeller located forward of the sterns 123 of the stabilizers 14.1, 14.2. For example, the length of the stabilizers 14.1, 14.2 could range from 100% to 250% of the length of the central hull 12. The diameter of the stabilizers, 14.1, 14.2 is adapted given the length so as to provide for setting the buoyancy of the stabilizers, 14.1, 14.2. The stabilizers, 14.1, 14.2 pierced through the central portions of the waves 76′ provides a substantial resistance to lift, which counteracts both aerodynamic and hydrodynamic lift forces acting on the port 18.1 and starboard 18.2 airfoil assemblies and the keel 68, respectively. For example, substantial hydrodynamic downward drag forces would be generated responsive to any lift-induced upward motion of the stabilizers 14.1, 14.2 within the pierced waves 76′. Depending upon the embodiment, the stabilizers, 14.1, 14.2 may be sealed hollow or foam filled structures, or adapted to incorporate one or more compartments or tanks that are sealed from water instruction. For example, the stabilizers, 14.1, 14.2 may be adapted to incorporate fuel tanks, potable water tanks, waste water tanks, live wells for holding fish or other storage areas, for example, for storing sails or an associated mast. Furthermore, the stabilizers, 14.1, 14.2 may incorporate one or more ballast tanks so as to provide for adjusting or controlling associated buoyancy, for example, by pumping water into or out of the one or more ballast tanks in the stabilizers, 14.1, 14.2. The stabilizers, 14.1, 14.2 may also be configured so as to provide for controlling or adjusting the length thereof, for example, using telescoping tubes that are adapted to slide relative to one another. For example, the length of the stabilizers, 14.1, 14.2 could be controlled or adapted responsive to the speed of the articulated marine vehicle 10, 10.1, the associated sea state or weather, or the weight of the central hull 12.

Referring to FIGS. 4 a-4 c, 5, 6 a-6 c and 7-9, the port actuators 42.1 provide for setting the angular position of the forward 44.1 and aft 44.2 port control arms and the starboard actuators 42.2 provide for setting the angular position of the forward 50.1 and aft 50.2 starboard control arms. For example, referring to FIGS. 5 and 9, in one embodiment, the port 42.1 and starboard 42.2 actuators comprise a pair of automotive-style air shock absorbers 42′ for each control arm 44.1, 44.2, 50.1, 50.2, with an automotive-style air shock absorber 42′ located on each side of each control arm 44.1, 44.2, 50.1, 50.2. In FIG. 5, the starboard actuators 42.2 are not illustrated, but are similar to the port actuators 42.1 that are illustrated. The height of the automotive-style air shock absorbers 42′, and therefore the angular position of the control arm 44.1, 44.2, 50.1, 50.2 attached thereto, is controlled by the pressure of the air therein, which is controlled, for example, by either admitting air thereinto from an air pump 124 through an inlet valve 126, or exhausting air therefrom to the atmosphere 120 through an exhaust valve 128. For example, the inlet 126 and exhaust 128 valves could be controlled either manually, or by an associated controller 130, for example, responsive to either manual inputs 132 or by automatic control responsive to one or more vehicle sensors 134. For example, in one embodiment, the controller 130 provides for automatically dumping air from the automotive-style air shock absorbers 42′ if the extension thereof exceeds a limit—as might occur if the articulated marine vehicle 10, 10.1 were to become excessively lifted out of the water 76 responsive to excessive aerodynamic lift—so as to prevent the articulated marine vehicle 10, 10.1 from flipping. The automotive-style air shock absorber 42′ incorporates an air spring in parallel with a hydraulic damper, wherein the pressure of the air in the air spring controls the nominal length of the automotive-style air shock absorber 42′. The associated damper provides for dampening during the extension thereof, but not during compression. Alternatively, the port 42.1 and starboard 42.2 actuators could be implemented with a pneumatic or hydraulic actuator in series with a spring and damper, wherein the damper could comprise either a fixed hydraulic damper; or a controllable hydraulic damper, for example, using ferrofluid, and electrofluid, or a servo-controlled valve.

Referring to FIG. 4 a, the port 42.1 and starboard 42.2 actuators are illustrated in a partially extended position with the associated forward 44.1 and aft 44.2 port control arms and the forward 50.1 and aft 50.2 starboard control arms both substantially level, and as a result, the upper links 22 of the port 16.1 and starboard 16.2 linkage assemblies and the associated upper port 112 and starboard 116 airfoil surfaces also substantially level, thereby providing a platform for fishing, diving or other recreational activities.

Referring to FIG. 4 b, the starboard actuator 42.2 is illustrated in an extended position, which provides for lowering the starboard stabilizer 14.2 relative to the central hull 12, and thereby raising the central hull 12 in the water 76 to the extent possible, so as to provide for either raising the keel 68 relative to the waves 76′, narrowing the beam to facilitate trailering the articulated marine vehicle 10, 10.1 or navigating a relatively narrow passage, or tilting the central hull 12 towards the port side 38.1 relative to the water 76, for example, so as to facilitate a turn to port or to provide for maintaining a level attitude when traveling parallel to a wave 76′.

Referring to FIG. 4 c, the starboard actuator 42.2 is illustrated in a retracted position, which provides for raising the starboard stabilizer 14.2 relative to the central hull 12, and thereby lowering the central hull 12 in the water 76 to the extent possible, so as to provide for either closer access to the water 76 from the central hull 12, or tilting the central hull 12 towards the starboard side 38.2 relative to the water 76, for example, so as to facilitate a turn to starboard or to provide for maintaining a level attitude when traveling parallel to a wave 76′.

Referring to FIGS. 5, 6 a-6 b, 7 and 8, the forward 44.1 and aft 44.2 port control arms and the forward 50.1 and aft 50.2 starboard control arms each incorporate an associated brake system 136 comprising a brake actuator 138 on one side of each control arm 44.1, 44.2, 50.1, 50.2 proximate to the second ends 48.1′, 48.2′ thereof, and a pair of brake rods 140 on the opposite side of control arm 44.1, 44.2, 50.1, 50.2, in opposition to each brake actuator 138, wherein upon actuation of the brake actuators 138, the brake actuators 138 and brake rods 140 press against the forward 52 or aft 64 bulkheads within which the brake actuators 138 and brake rods 140 are located, so as to provide for either locking the associated control arms 44.1, 44.2, 50.1, 50.2 in position, or so as to provide for frictional damping of the motion thereof. For example, in one embodiment, the brake actuators 138 comprise pneumatic pancake cylinders 138′, for example, that can be actuated using air from a central air pump 124 that is also used to control the port 42.1 and starboard 42.2 actuators, for example, as illustrated in FIG. 9. The brake actuators 138 and brake rods 140, for example, constructed of stainless steel, are each capped with brake pads 142, for example, plastic or rubber brake pads 142′ that interact with the inner surfaces 144 of the forward 52 and aft 64 bulkheads. Referring to FIGS. 5, 6 a-6 b, 7 and 8, in one embodiment, the brake actuators 138 and associated brake rods 140 of the forward port 44.1 and starboard 50.1 control arms are located relatively outboard with respect to the corresponding attachments 146 of the associated port 42.1 and starboard 42.2 actuators, whereas the brake actuators 138 and associated brake rods 140 of the aft port 44.2 and starboard 50.2 control arms are located relatively inboard with respect to the corresponding attachments 146 of the associated port 42.1 and starboard 42.2 actuators. In FIG. 5, the port brake actuators 138 and associated brake rods 140 are not illustrated, but are similar to the starboard brake actuators 138 and associated brake rods 140 that are illustrated.

Referring to FIGS. 10-12, in accordance with one embodiment, the port stanchion 20.1 illustrated therein comprises a foam core 148 within a plywood shell 150 faced with an aluminum face on the outboard side 152 thereof, and surrounded by a welded aluminum channel frame 154 around the periphery thereof and comprising top 154.1 and bottom 154.2 stanchion caps. A plurality of stanchion supports 156, for example, constructed of aluminum square tubing, are substantially uniformly distributed across the length of the stanchion 20.1 on the inboard side 40.1 thereof, each being set into to corresponding notches 158 in the top 154.1 and bottom 154.2 stanchion caps on the inboard side 40.1 thereof, and fastened to the stanchion 20.1 with either fasteners, e.g. bolts therethrough, or welds thereto. The third bushings 86 of the upper outboard port hinge 26.1 are welded to the stanchion supports 156 along an upper outboard line 89 substantially parallel and proximate to the top 36.1 of the stanchion 20.1, and the seventh bushings 98 of the lower outboard port hinge 32.1 are welded to the stanchion supports 156 along a lower outboard line 101 below the upper outboard line 89 and sloping downwards from bow 70 to stern 72. Accordingly, the distance between corresponding fourth 88 and seventh 98 bushings increases from the bow 70 to the stern 72. The bottom stanchion cap 154.2 is operatively coupled, for example, welded, to the associated stabilizer 14.1, so as to provide for supporting the stanchion 20.1 from the stabilizer 14.1 and transferring forces and motion therebetween. The corresponding starboard stanchion 20.2 for the same embodiment is symmetric with respect to the central hull 12 in respect of that described hereinabove for the port stanchion 20.1.

Referring to FIGS. 1 b, 13 a and 13 b, the first embodiment of the articulated marine vehicle 10, 10.1 is powered by either an inboard engine, an outboard engine 160 or inboard engine/outboard drive driven propeller or jet pump. As the articulated marine vehicle 10, 10.1 moves forward, air flows into the cavities 162 over the surface of the water 76, respectively under the port 18.1 and starboard 18.2 airfoil assemblies, between the respective port 20.1 and starboard 20.2 stanchions and the central hull 12, resepctively, and becomes pressurized therein responsive to the forward motion of the articulated marine vehicle 10, 10.1 and the associated sloped lower port 114 and starboard 118 airfoil surfaces, which acts to lift the articulated marine vehicle 10, 10.1 upwards in the water 76—a first component of lift, which is also referred to herein as a ground effect. Furthermore, as the articulated marine vehicle 10, 10.1 moves forward, the keel 68 of the central hull 12 slices through the waves 76′ and tends to ride up and plane on the surface of the water 76, thereby contributing to a second component of lift acting on the articulated marine vehicle 10, 10.1. The albeit limited buoyancy of the port 14.1 and starboard 14.2 stabilizers contributes a third component of lift depending upon the amount to which these are below the surface of the water 76. Under some conditions, counteracting the first, second and third components of lift, the port 14.1 and starboard 14.2 stabilizers pierce the waves 76′ at about mid-height, from which location a substantial amount of lift force would be required to move the port 14.1 and starboard 14.2 stabilizers up through the waves 76′. Furthermore, the weight of the articulated marine vehicle 10, 10.1 opposes the first, second and third components of lift, and thereby help to resist either a high speed flip or the port 14.1 or starboard 14.2 stabilizers leaving the surface of the water 76. The port 42.1 and starboard 42.2 actuators can be used to control the angle of the associated forward 44.1 and aft 44.2 port control arms and forward 50.1 and aft 50.2 starboard control arms, which controls the attitude of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies relative to the central hull 12, which controls the relative height and angle of the associated port 18.1 and starboard 18.2 airfoil assemblies and the relative height of the port 20.1 and starboard 20.2 stanchions, which controls the relative height of the port 14.1 and starboard 14.2 stabilizers relative to the central hull 12 and associated keel 68. Relatively lowering the port 14.1 and starboard 14.2 stabilizers relatively raises the central hull 12 and keel 68 relative to the surface of the water 76, given the buoyancy of the port 14.1 and starboard 14.2 stabilizers. However, given that the buoyancy of the port 14.1 and starboard 14.2 stabilizers is less than the weight of the central hull 12, the buoyancy of the port 14.1 and starboard 14.2 stabilizers is insufficient on its own to lift the keel 68 out of the water 76. Furthermore, as the central hull 12 is lifted relative to the surface of the water 76, the gap between the sloped lower port 114 and starboard 118 airfoil surfaces and the surface of the water 76 increases, which reduces the pressure within the associated cavities 162 at a given forward speed, thereby reducing the ground-effect second component of lift. Accordingly, the position of the port 42.1 and starboard 42.2 actuators can be adjusted to control the lift forces and adjust the height of the port 14.1 and starboard 14.2 stabilizers relative to the waves 76′, for example, so that, for sufficiently large-sized waves 76′, the port 14.1 and starboard 14.2 stabilizers nominally pierce the height-centers of the waves 76′, and so that the keel 68 planes on the surface of the water 76/waves 76′ with the remainder of the central hull 12 traveling thereabove. Forces from the water 76/waves 76′ acting upon the port 14.1 and starboard 14.2 stabilizers are transmitted through the port 20.1 and starboard 20.2 stanchions, to the port 16.1′ and starboard 16.2′ four-bar linkage assemblies, to the forward 44.1 and aft 44.2 port control arms and the forward 50.1 and aft 50.2 starboard control arms, and to the port 42.1 and starboard 42.2 actuators. With automotive-style air shock absorbers 42′ used as the port 42.1 and starboard 42.2 actuators, vibrations associated with the forces from the water 76/waves 76′ are damped thereby, which in combination with the substantial length of the port 14.1 and starboard 14.2 stabilizers provides for a relatively stable platform even in rough water at relatively high speeds. FIGS. 13 a and 13 b illustrate the articulated marine vehicle 10, 10.1 traveling a relatively high speed in rough water 76, with the attitude of the port 16.1′ and starboard 16.2′ four-bar linkage assemblies adjusted so that the port 14.1 and starboard 14.2 stabilizers pierce the waves nominally at the center height of the associated waves 76′, and so that the keel 68 of the central hull 12 planes the top of the waves 76′. The associated ground-effect lift of the central hull 12 relative to the water 76 provides for reducing drag, as does the air-entrained boundary layer around the port 14.1 and starboard 14.2 stabilizers when piercing waves 76′, which collectively provides for reducing overall drag in comparison with a conventional central hull 12 alone, which provides for substantially improving fuel economy at relatively high speeds in rough water relative to that achievable with the central hull 12 alone. Referring to FIGS. 14 a and 14 b, the port 42.1 and starboard 42.2 actuators may be used to position the port 16.1′ and starboard 16.2′ four-bar linkage assemblies so that the associated upper port 112 and starboard 116 airfoil surfaces are substantially level, or horizontal, and substantially locked in that position with the brake systems 136 associated with each of the associated forward 44.1 and aft 44.2 port control arms and forward 50.1 and aft 50.2 starboard control arms, for example, by pressurizing the associated pneumatic pancake cylinders 138′ of the associated brake actuators 138, which causes the associated brake pads 142 on the associated brake rods 140 and brake actuator 138 to press against the inner surfaces 144 of the forward 52 and aft 64 bulkheads, thereby frictionally locking the forward 44.1 and aft 44.2 port control arms and forward 50.1 and aft 50.2 starboard control arms in a substantially level position, which substantially locks the port 16.1′ and starboard 16.2′ four-bar linkage assemblies and the associated upper port 112 and starboard 116 airfoil surfaces in a substantially level position, for example, so as to provide for fishing, diving, or other water sport activities. For example, the upper port 112 and starboard 116 airfoil surfaces could be carpeted to facilitate such activities.

Referring to FIGS. 15 a and 15 b, the articulated marine vehicle 10, 10.1 is illustrated with the associated port 14.1 and starboard 14.2 stabilizers in their lowest positions, for example, as may be used to lift the central hull 12 above the surface of the water 76 to the maximum extent possible, for example, so as to provide for clearing waves 76′ in rough seas, for example, for improved ride comfort; or to provide for a better view of the surroundings. The port 14.1 and starboard 14.2 stabilizers might also be placed in their lowest positions in order to minimize the beam of the articulated marine vehicle 10, 10.1, for example, so as to either facilitate trailering, or to provide for navigating relatively narrow channels or passages.

Alternatively, referring to FIGS. 16 a and 16 b, the articulated marine vehicle 10, 10.1 is illustrated with the associated port 14.1 and starboard 14.2 stabilizers in their highest positions, for example, as may be used to lower the central hull 12 into the water 76 to the maximum extent possible, for example, so as to provide for closest access to the surface of the water 76 from inside the central hull 12 of the articulated marine vehicle 10, 10.1.

The articulated marine vehicle 10, 10.1 can also be operated with one of the port 14.1 and starboard 14.2 stabilizers positioned as illustrated in FIGS. 15 a and 15 b, and the other of the starboard 14.2 and port 14.1 stabilizers positioned as illustrated in FIGS. 16 a and 16 b,—with the articulated marine vehicle 10, 10.1 either moving or stationary,—for example, so as to provide for banking the articulated marine vehicle 10, 10.1 in a turn; operating the articulated marine vehicle 10, 10.1 on the side of a large wave 76′ pointed along a direction parallel to the crest thereof; or for letting one or more large waves 76′ pass sideways under the articulated marine vehicle 10, 10.1; or for tilting the articulated marine vehicle 10, 10.1 when operating under sail so as to place the associated mast and sail at a beneficial angle relative to the water 76 and wind for sailing.

Referring to FIGS. 17 a and 17 b, the articulated marine vehicle 10, 10.1 is illustrated with the associated port 14.1 and starboard 14.2 stabilizers positioned so as to minimize draft, i.e. so that the port 14.1 and starboard 14.2 stabilizers and the keel 68 are at about the same depth within the water 76. For example the draft of the articulated marine vehicle 10, 10.1 can be less than about 4% of the overall length thereof.

Referring to FIG. 18, a second embodiment of an upper inboard port 24.1′ or starboard 24.2′ hinge comprises a pair of first bushings 78 straddling each of the forward 44.1 and aft 44.2 port control arms, or straddling each of the forward 50.1 and aft 50.2 starboard control arms, respectively, and a pair of second bushings 80 straddling the pair of first bushings 78, with an associated hinge pin 82.1′, for example, constructed of stainless steel, extending between and at least partially through the pair of second bushings 80, through the pair of first bushings 78 located therebetween, and through the associated forward 44.1 or aft 44.2 port control arm located therebetween, wherein each pair of first bushings 78 is operatively coupled to or a part of—for example, welded to—the central hull 12, and each pair of associated second bushings 80 is coupled to or a part of—for example, welded to—the associated upper inboard longitudinal beam 84 of the associated port 18.1 or starboard 18.2 airfoil assemblies. The second embodiment of the upper inboard port 24.1′ or starboard 24.2′ hinge further comprises a strap hinge 164, for example, constructed of stainless steel and bolted to the central hull 12 and to the port 18.1 or starboard 18.2 airfoil assemblies, adapted to provide for hinging the port 18.1 or starboard 18.2 airfoil assemblies to the central hull 12 along remaining portions thereof therebetween.

Similarly, a second embodiment of an upper outboard port 26.1′ or starboard 26.2′ hinge comprises a pair of third bushings 86 straddling each of the forward 44.1 and aft 44.2 port control arms, or straddling each of the forward 50.1 and aft 50.2 starboard control arms, respectively, and a pair of fourth bushings 88 straddling the pair of third bushings 86, with an associated hinge pin 82.2′, for example, constructed of stainless steel, extending between and at least partially through the pair of fourth bushings 86, through the pair of third bushings 86 located therebetween, and through the associated forward 44.1 or aft 44.2 port control arm located therebetween, wherein each pair of third bushings 86 is operatively coupled to or a part of—for example, welded to—the port 20.1 or starboard 20.2 stanchion, and each pair of associated fourth bushings 86 is coupled to or a part of—for example, welded to—the associated upper outboard longitudinal beams 90 of the associated port 18.1 or starboard 18.2 airfoil assemblies. The second embodiment of the upper outboard port 26.1′ or starboard 26.2′ hinge further comprises a strap hinge 164, for example, constructed of stainless steel and bolted to the port 20.1 or starboard 20.2 stanchion and to the port 18.1 or starboard 18.2 airfoil assemblies, respectively, adapted to provide for hinging the port 18.1 or starboard 18.2 airfoil assemblies to the port 20.1 or starboard 20.2 stanchions along remaining portions thereof therebetween.

Referring to FIGS. 19 and 20, a second embodiment of a lower inboard port 30.1′ or starboard 30.2′ hinge comprises a continuous strap hinge 166 between the port 38.1 or starboard 38.2 side of the central hull 12 and the associated lower inboard longitudinal beam 96 of the port 18.1 or starboard 18.2 airfoil assemblies, with a first portion 166.1 of the lower inboard port 30.1′ or starboard 30.2′ hinge rigidly fastened to the port 38.1 or starboard 38.2 side of the central hull 12, for example with fasteners or rivets, or by welding, and a second portion 166.2 of the lower inboard port 30.1′ or starboard 30.2′ hinge fastened to the associated lower inboard longitudinal beam 96 of the port 18.1 or starboard 18.2 airfoil assemblies using shoulder bolts 168, or bolts 168.1 with associated shouldered bushings 168.2, through slots 170 in the second portion 166.2 of the lower inboard port 30.1′ or starboard 30.2′ hinge and fastened to the associated lower inboard longitudinal beam 96 so as to provide for the second portion 166.2 of the lower inboard port 30.1′ or starboard 30.2′ hinge to slide relative to the lower inboard longitudinal beam 96 responsive to the changes in the attitude of the port 18.1 or starboard 18.2 airfoil assemblies. Alternatively, the first portion 166.1 of the lower inboard port 30.1′ or starboard 30.2′ hinge could incorporate the slots 170, and the second portion 166.2 of the lower inboard port 30.1′ or starboard 30.2′ hinge could be rigidly fastened, or both the first 166.1 and second 166.2 portions of the lower inboard port 30.1′ or starboard 30.2′ hinge could each incorporate slots 170.

Similarly, a second embodiment of a lower outboard port 32.1′ or starboard 32.2′ hinge comprises a continuous strap hinge 166 between the inboard side 40.1, 40.2 of the port 20.1 or starboard 20.2 stanchion and the associated lower outboard longitudinal beam 102 of the port 18.1 or starboard 18.2 airfoil assemblies, with a first portion 166.1 of the lower outboard port 32.1′ or starboard 32.2′ hinge rigidly fastened to the inboard side 40.1, 40.2 of the port 20.1 or starboard 20.2 stanchion, for example with fasteners or rivets, or by welding, and a second portion 166.2 of the lower outboard port 32.1′ or starboard 32.2′ hinge fastened to the associated lower outboard longitudinal beam 102 of the port 18.1 or starboard 18.2 airfoil assemblies using shoulder bolts 168 through slots 170 in the second portion 166.2 of the lower outboard port 32.1′ or starboard 32.2′ hinge and fastened to the associated lower outboard longitudinal beams 102 so as to provide for the second portion 166.2 of the lower outboard port 32.1′ or starboard 32.2′ hinge to slide relative to the lower outboard longitudinal beams 102 responsive to the changes in the attitude of the port 18.1 or starboard 18.2 airfoil assemblies. Alternatively, the first portion 166.1 of the lower outboard port 32.1′ or starboard 32.2′ hinge could incorporate the slots 170, and the second portion 166.2 of the lower outboard port 32.1′ or starboard 32.2′ hinge could be rigidly fastened, or both the first 166.1 and second 166.2 portions of the lower outboard port 32.1′ or starboard 32.2′ hinge could each incorporate slots 170.

Referring to FIGS. 21 a-21 e, a second embodiment of articulated marine vehicle 10, 10.2 comprises a central hull 12 from which associated port 172.1 and starboard 172.2 stabilizer assemblies are operatively coupled to the central hull 12 proximate to the corresponding port 34.1 and starboard 34.2 gunwales with associated port 174.1 and starboard 174.2 hinges, for example, in accordance with the first embodiment of the upper inboard port 24.1 or starboard 24.2 hinges illustrated in FIG. 2. The port 172.1 and starboard 172.2 stabilizer assemblies comprise port 14.1 and starboard 14.2 stabilizers that are connected to associated port 20.1 and starboard 20.2 stanchions that are in turn connected to, or which incorporate, associated port 176.1 and starboard 176.2 arms, or associated port 176.1′ and starboard 176.2′ platform structures extending inboard thereof and operatively coupled to the associated upper inboard port 24.1 or starboard 24.2 hinges. For example, in one embodiment, the associated port 176.1 and starboard 176.2 arms, or associated port 176.1′ and starboard 176.2′ platform structures are braced at about right angles to the corresponding port 20.1 and starboard 20.2 stanchions with associated diagonal braces 178. One or more port actuators 180.1, for example, a pair, external of the central hull 12 are operative between the central hull 12 and the port stabilizer assembly 172.1 so as to provide for raising or lowering the port stabilizer 14.1 relative to the central hull 12, and one or more starboard actuators 180.2, for example, a pair, external of the central hull 12 are operative between the central hull 12 and the starboard stabilizer assembly 172.2 so as to provide for raising or lowering the starboard stabilizer 14.2 relative to the central hull 12, wherein the attitudes of the port 172.1 and starboard 172.2 stabilizer assemblies relative to central hull 12 can be controlled independently of one another. For example, in one embodiment, each port actuator 180.1 is operative between a corresponding inboard pivot 182 below the port hinge 174.1 on the central hull 12, for example, just above the floating water level, and a corresponding outboard pivot 184 operatively coupled to the port arm 176.1 or platform structure 176.1′ at a location of an associated diagonal brace 178; and each starboard actuator 180.2 is operative between a corresponding inboard pivot 182 below the starboard hinge 174.2 on the central hull 12, for example, just above the floating water level, and a corresponding outboard pivot 184 operatively coupled to the starboard arm 176.2 or platform structure 176.2′ at a location of an associated diagonal brace 178. For example, the port 180.1 and starboard 180.2 actuators may comprise automotive-style air shock absorbers 180′. The port 172.1 and starboard 172.2 stabilizer assemblies could incorporate or support associated port 18.1 and starboard 18.2 airfoil assemblies, or the port 172.1 and starboard 172.2 stabilizer assemblies could be adapted to provide for the stabilization benefits provided by the port 14.1 and starboard 14.2 stabilizers without necessarily providing for substantial associated ground effect lift during the operation of the articulated marine vehicle 10, 10.2, which would still be of benefit in fishing and pleasure craft to provide for the comfort of passengers and crew, particularly when cruising in rough water. Alternatively, the second embodiment of articulated marine vehicle 10, 10.2 could incorporate control arms 44.1, 44.2, 50.1, 50.2 that cooperate with associated actuators 42.1, 42.2 located within the central hull 12, as described hereinabove for the first embodiment of an articulated marine vehicle 10, 10.1, instead of or in addition to external actuators 180.1, 180.2.

Referring to FIG. 21 c, the port 180.1 and starboard 180.2 actuators are illustrated in a partially extended position with the associated port 176.1 and starboard 176.2 arms, or associated port 176.1′ and starboard 176.2′ platform structures, both substantially level, thereby providing a platform for fishing, diving or other recreational activities.

Referring to FIG. 21 d, the starboard actuator 180.2 is illustrated in a retracted position, which provides for lowering the starboard stabilizer 14.2 relative to the central hull 12, and thereby raising the central hull 12 in the water 76 to the extent possible, so as to provide for either raising the keel 68 relative to the waves 76′, narrowing the beam to facilitate trailering the articulated marine vehicle 10, 10.1 or navigating a relatively narrow passage, or tilting the central hull 12 towards the port side 38.1 relative to the water 76, for example, so as to facilitate a turn to port or to provide for maintaining a level attitude when traveling parallel to a wave 76′.

Referring to FIG. 21 e, the starboard actuator 180.2 is illustrated in an extended position, which provides for raising the starboard stabilizer 14.2 relative to the central hull 12, and thereby lowering the central hull 12 in the water 76 to the extent possible, so as to provide for either closer access to the water 76 from the central hull 12, or tilting the central hull 12 towards the starboard side 38.2 relative to the water 76, for example, so as to facilitate a turn to starboard or to provide for maintaining a level attitude when traveling parallel to a wave 76′.

Referring to FIGS. 22 a, 22 b, 23 and 24 a-24 b, a third embodiment of an articulated marine vehicle 10, 10.3 comprises a central hull 12 to which are coupled port 14.1 and starboard 14.2 stabilizers via associated port 16.1 and starboard 16.2 linkage assemblies, respectively, that either incorporate or support associated respective port 18.1 and starboard 18.2 airfoil assemblies. The port 16.1 and starboard 16.2 linkage assemblies are coupled to the port 14.1 and starboard 14.2 stabilizers with associated port 20.1 and starboard 20.2 stanchions, respectively. For example, in the third embodiment of the articulated marine vehicle 10, 10.3, the port 16.1 and starboard 16.2 linkage assemblies comprise associated respective port 16.1′ and starboard 16.2′ four-bar linkage assemblies. The port four-bar linkage assembly 16.1′ comprises one or more upper links 22 extending between an upper inboard port hinge 24.1 and an upper outboard port hinge 26.1, and one or more lower links 28 extending between a lower inboard port hinge 30.1 and a lower outboard port hinge 32.1. The upper inboard port hinge 24.1 is coupled along and to a location proximate to a port gunwale 34.1 of the central hull 12, the upper outboard port hinge 26.1 is coupled along and to the top 36.1 of the port stanchion 20.1, the lower inboard port hinge 30.1 is coupled along and to the port side 38.1 of the central hull 12, and the lower outboard port hinge 32.1 coupled along and to an inboard side 40.1 of the port stanchion 20.1. Similarly, the starboard four-bar linkage assembly 16.2′ comprises one or more upper links 22 extending between an upper inboard starboard hinge 24.2 and an upper outboard starboard hinge 26.2, and one or more lower links 28 extending between a lower inboard starboard hinge 30.2 and a lower outboard starboard hinge 32.2. The upper inboard starboard hinge 24.2 is coupled along and to a location proximate to a starboard gunwale 34.2 of the central hull 12, the upper outboard starboard hinge 26.2 is coupled along and to the top 36.2 of the starboard stanchion 20.2, the lower inboard starboard hinge 30.2 is coupled along and to the starboard side 38.2 of the central hull 12, and the lower outboard starboard hinge 32.2 coupled along and to an inboard side 40.2 of the starboard stanchion 20.2.

The port 16.1 and starboard 16.2 linkage assemblies cooperate with a plurality of associated port 42.1 and starboard 42.2 actuators, respectively, so as to provide for either raising or lowering the respective associated port 20.1 and starboard 20.2 stanchions and port 14.1 and starboard 14.2 stabilizers operatively coupled thereto, wherein the port stanchion 20.1 and stabilizer 14.1 can be raised or lowered independently of the starboard stanchion 20.2 and stabilizer 14.2. For example, the third embodiment of the articulated marine vehicle 10, 10.3 incorporates forward 44.1 and aft 44.2 port control arms that pivot about the upper inboard port hinge 24.1, first end portions 46.1, 46.2 of which extend within the port four-bar linkage assembly 16.1′ and which are operatively coupled to the upper link(s) 22 thereof, and opposing second end portions 48.1, 48.2 of which extend within the central hull 12 and which are operatively coupled through the plurality of corresponding port actuators 42.1 to the central hull 12. Similarly, the third embodiment of the articulated marine vehicle 10, 10.3 incorporates forward 50.1 and aft 50.2 starboard control arms that pivot about the upper inboard starboard hinge 24.2, first end portions 46.1, 46.2 of which extend within the starboard four-bar linkage assembly 16.2′ and which are operatively coupled to the upper link(s) 22 thereof, and opposing second end portions 48.1, 48.2 of which extend within the central hull 12 and which are operatively coupled through a plurality of corresponding starboard actuators 42.2 to the central hull 12.

The forward port 44.1 and starboard 50.1 control arms and associated port 42.1 and starboard 42.2 actuators, and the aft port 44.2 and starboard 50.2 control arms and associated port 42.1 and starboard 42.2 actuators are similar in construction and operation to that described herinabove in respect of the first embodiment of the articulated marine vehicle 10, 10.1.

In contradistinction with the first embodiment of the articulated marine vehicle 10, 10.1, in the third embodiment of the articulated marine vehicle 10, 10.3, the upper inboard port 24.1 and starboard 24.2 hinges are substantially parallel to the lower inboard port 30.1 and starboard 30.2 hinges, and the upper outboard port 26.1 and starboard 26.2 hinges are substantially parallel to the lower outboard port 32.1 and starboard 32.2 hinges, so that, for example, the lower inboard port 30.1 and starboard 30.2 hinges and the lower outboard port 32.1 and starboard 32.2 hinges may be constructed similar to the upper inboard port 24.1 and starboard 24.2 hinges and the upper outboard port 26.1 and starboard 26.2 hinges, respectively, for example, as illustrated in FIG. 2 or 18, i.e. without needing to provide for axial relative motion of the separate portions of the lower inboard port 30.1 or starboard 30.2 hinges relative to one another, or the separate portions of the lower outboard port 32.1 and starboard 32.2 hinges relative to one another, responsive to changes in attitude of the port 18.1 or starboard 18.2 airfoil assemblies.

Furthermore, in order to provide for ground effect lift, in accordance with the third embodiment of the articulated marine vehicle 10, 10.3, the port 16.1 and starboard 16.2 linkage assemblies may be provided with associated port 18.1 and starboard 18.2 airfoil assemblies comprising associated port 186.1 and starboard 186.2 aircraft-style wing-like airfoil surfaces, each comprising a relatively rounded leading edge 188 and tapering to a relatively sharp trailing edge 190. In one embodiment, the trailing edge 190 of the port 186.1 and starboard 186.2 aircraft-style wing-like airfoil surfaces is incorporated in associated adjustable flaps, elevators, ailerons or trim tabs so as to provide for adjusting or controlling associated aerodynamic lift when the articulated marine vehicle 10, 10.3 is operated at high speeds. The attitude of the port 186.1 and starboard 186.2 aircraft-style wing-like airfoil surfaces is adjustable with the associated port 42.1 and starboard 42.2 actuators similar to that described hereinabove for the first embodiment of the articulated marine vehicle 10, 10.1, so as to provide for controllable relatively high speed flying at water level by the third embodiment of the articulated marine vehicle 10, 10.3.

Referring to FIGS. 25-27 and 28 a-28 b a fourth embodiment of an articulated marine vehicle 10, 10.4 is adapted for military-style use by adding stealth-providing radar reflecting, absorbing or cancelling panels 192, or by adding armor plating 194, or a combination of the two, for example, to the first embodiment of the articulated marine vehicle 10, 10.1. For example, referring to FIGS. 25, 27 and 28 a-28 b, stealth-providing radar reflecting, absorbing or cancelling panels 192 or armor plating 194, or a combination of the two, may be incorporated in any one of the port 20.1 or starboard 20.2 stanchions, or the upper port 112 or starboard 116 airfoil surfaces, as associated shields 196 that, for example, may be either fixed, or deployable with associated actuators 198 as illustrated in FIG. 27. For example, in FIG. 27, an upper port airfoil surface 112′ constructed as a first shield 196.1 is illustrated in a normal position, an outboard side 152′ of the port stanchion 20.1 constructed as a second shield 196.2 is also illustrated in a normal position, an upper starboard airfoil surface 116′ constructed as a third shield 196.3 is illustrated in an extended position as actuated by at least one first actuator 198.1, for example, a hydraulic, pneumatic or electric actuator, operative between the starboard linkage assembly 16.2 and the third shield 196.3, and an outboard side 152′ of the starboard stanchion 20.2 constructed as a fourth shield 196.4 is illustrated in an extended position as actuated by at least one second actuator 198.2, for example, a hydraulic, pneumatic or electric actuator, operative between the starboard stanchion 20.2 and the fourth shield 196.4. In their extended positions, the third 196.3 and fourth 196.4 shields provide for either reflecting incoming fire if configured as armor plating 194, or reflecting incoming radar signals away from their source if configured as a stealth-providing radar reflecting, absorbing or cancelling panels 192. FIGS. 28 a and 28 b illustrate the starboard stanchion 20.2 and associated starboard linkage assembly 16.2 in the lowered and raised positions, respectively, with the associated third 196.3 and fourth 196.4 shields in their normal positions.

Referring to FIGS. 25 and 26, fixed portions of stealth-providing radar reflecting, absorbing or cancelling panels 192 or armor plating 194 may be added at the bow 70 or stern 72 of the articulated marine vehicle 10, 10.4, for example, supported from the bow portion 54 or the transom 200 of the articulated marine vehicle 10, 10.4, respectively, at fixed angles thereto so as to provide for fixed fifth 196.5 or sixth 196.6 shields that provide for either reflecting incoming fire if configured as armor plating 194, or reflecting incoming radar signals away from their source if configured as a stealth-providing radar reflecting, absorbing or cancelling panels 192. Furthermore, additional deployable stealth-providing radar reflecting, absorbing or cancelling panels 192 or armor plating 194 may be added as seventh 196.7 or eighth 196.8 shields in cooperation with the fifth 196.5 or sixth 196.6 shields so as to provide for deploying additional protection above the top of the central hull 12. For example, the seventh 196.7 or eighth 196.8 shields may be deployed with corresponding third 198.3 or fourth 198.4 actuators, for example, hydraulic, pneumatic or electric actuators, adapted to act between the central hull 12 and the associated seventh 196.7 or eighth 196.8 shields so that in their extended positions, the seventh 196.7 or eighth 196.8 shields are aligned with the corresponding fixed fifth 196.5 or sixth 196.6 shields and provide for either reflecting incoming fire if configured as armor plating 194, or reflecting incoming radar signals away from their source if configured as a stealth-providing radar reflecting, absorbing or cancelling panels 192. For example, FIG. 25 illustrates the articulated marine vehicle 10, 10.4 configured with fifth 196.5, sixth 196.6 and seventh 196.7 shields, with the seventh shield 196.7 in a normal position; and FIG. 26 illustrates the articulated marine vehicle 10, 10.4 configured with fifth 196.5, sixth 196.6, seventh 196.7 and eighth 196.8 shields, with the seventh 196.7 and eighth 196.8 shields in their extended positions.

Referring to FIGS. 29-35, a fifth embodiment of an articulated marine vehicle 10, 10.5 is adapted from any of the above-described embodiments of articulated marine vehicles 10, 10.1, 10.2, 10.3, 10.4 as a sailboat with propulsion by wind power by incorporating a socket 202 in the central hull 12, inserting a mast 204 in the socket 202, and adding a sail 206 with associated sheets 208 and rigging 210, and one or more rudders 212 with an associated steerage system 214. The keel 68 provides for substantially reducing side drift of the articulated marine vehicle 10, 10.5 while under sail power. The port 14.1 and starboard 14.2 stabilizers also inherently provide for resisting lateral drift, and may be adapted with associated keels 216, for example, running as far as the full length of the respective port 14.1 and starboard 14.2 stabilizers, so as to further resist lateral drift while under sail power. Alternatively, or additionally, the associated port 14.1 and starboard 14.2 stabilizers could be constructed with vertically elongated shapes, for example, with oval or elliptical cross-sections, that would result in a deeper draft that would provide for increased resistance to lateral drift.

The socket 202 is formed from two inclined planar surfaces 218 located between, and operatively coupled to, for example, welded to, the forward bulkheads 52, which also provides for reinforcing the forward bulkheads 52 between the forward port 44.1 and starboard 50.1 control arms, for example, so as to provide for resisting associated braking forces from the associated brake system 136 during operation thereof, and to strengthen the forward bulkheads 52 against loads from the port 42.1 and starboard 42.2 actuators coupled to the forward port 44.1 and starboard 50.1 control arms. The mast 204 comprises a tapered base 220 adapted to mate with and wedge into the socket 202. For example, in one embodiment, the width 220.1 of the tapered base 220 is substantially the same as the separation distance between the inner surfaces 144 of the forward bulkheads 52. The mast 204 is secured to the articulated marine vehicle 10, 10.5 with four bolts through a flange 222 extending laterally from the top of the tapered base 220 and into the structure 224 surrounding the socket 202. The same four bolts may be used to secure a cover plate above the socket 202 when the mast 204 is not being used. The mast 204 includes a ring 226 on the top thereof used with associated rigging to hoist the sail 206. The mast 204, sail 206 and associated rigging 210 may be stored together within a storage compartment 228 within either one of the port 14.1 or starboard 14.2 stabilizers or within the port 18.1 or starboard 18.2 airfoil assemblies.

Alternatively—for example, on larger versions of the articulated marine vehicle 10, 10.5—the mast 204 could be pivoted aftward from a pivot mounted to the forward bulkheads 52 and stowed in a cradle that, for example, could be clamped to the top of the transom 200. The levels of the pivot and associated cradle could be adapted to provide for sufficient headroom below the sail 206 or an associated sail boom.

Referring to FIGS. 34 a-34 b and 35, the articulated marine vehicle 10, 10.5 further comprises a planing board 230 that is connected with an associated planing board hinge 232 to the base of the stern 123 each of the stabilizers 14.1, 14.2. Alternatively, or additionally, the planing board 230 could be hinged off the aft of an associated outboard engine 160. The planing board 230 is operatively coupled to an associated automotive-style air shock absorbers 233 preloaded with sufficient pressure to hold the planing board 230 substantially parallel to the surface of the water 76. In the event of an emergency, such as a high speed lift of the bow 70, the automotive-style air shock absorbers 180′ may be quickly pressurized, for example, from a pressurized tank or air pump 124, so as to quickly drop the planing board(s) 230 deeply into the water so as to force the bow 70 down. One or more planing board(s) 230 may be also incorporated in any of the above-described embodiments of the articulated marine vehicles 10, 10.1, 10.2, 10.3, 10.4, for example, high-speed variants thereof.

The articulated marine vehicle 10, 10.5 further comprises a rudder mechanism 234 operatively associated with one or more of the planing boards 230. Each rudder mechanism 234 comprises a rudder 212 that is pivoted from the associated planing board 230 about a vertical axis 236 proximate to the forward end 212.1 of the rudder 212, and proximate to the center of the forward end 230.1 of the planing board 230, aft of the planing board hinge 232. For example, in one embodiment, a shouldered shaft 238 at the forward end 212.1 of the rudder 212 extends through a hole at the forward end of the forward end 230.1 of the planing board 230 and is pivotally secured to the planing board 230 by an associated first nut 240. Accordingly, the rudder 212 can pivot from side-to-side from the planing board 230, and also rotates with the planing board 230 as the planing board 230 rotates about the planing board hinge 232 at the stern 123 the associated stabilizer 14.1, 14.2. The planing board 230 incorporates a radial slot 242 that cooperates with a shouldered guidepost 244 extending vertically from an aft portion of the rudder 212. The aft portion of the rudder 212 incorporates a flange 246 that rides against the lower surface 248 of the planing board 230, and which is held in cooperative relationship therewith by a second nut 250 and associated washer 252 on the shouldered guidepost 244 against the upper surface 254 of the planing board 230, wherein the flange 246 and washer 252 acting against the lower 248 and upper 254 surfaces of the planing board 230, respectively, provide for keeping the rudder 212 substantially perpendicular to the associated planing board 230. The position of the rudder 212 is controlled by a hydraulic cable 256, for example, of a type commonly used for marine engine or steering systems, which acts between a first pivot 258, for example, depending from the associated stabilizer 14.1, 14.2, and a second pivot 260 on a link 262 depending from the rudder 212. For example, in one embodiment, the first pivot 258 is located proximate to the pivot axis 264 of the planing board hinge 232. The rudder mechanism 234 may be also incorporated in any of the above-described embodiments of the articulated marine vehicles 10, 10.1, 10.2, 10.3, 10.4, for example, high-speed variants thereof.

In addition its application for sailing, the articulated marine vehicle 10, 10.5 with the mast 204 may be used, for example, with or without a sail 206, as a platform for mounting a camera or other equipment, wherein the relatively stabilized motion of the articulated marine vehicle 10, 10.5, even in relatively rough water 76, provides a relatively stable platform, for example, for still or moving film or video photography, for example, for filming movies, or for other observational equipment, radar equipment, a spotlight mount, or an armament mount.

Referring to FIGS. 36 a and 36 b, a sixth embodiment of an articulated marine vehicle 10, 10.6 is adapted from the first embodiment of the articulated marine vehicle 10, 10.1 illustrated in FIGS. 1 a-1 f, but with adjustable bow planes 266 on the port 14.1 and starboard 14.2 stabilizers that can provide additional lift, for example, to assist in planing the articulated marine vehicle 10, 10.6 when the floatation of the port 14.1 and starboard 14.2 stabilizers is otherwise insufficient for a particular weight loading of the articulated marine vehicle 10, 10.6. For example, in one embodiment, the adjustable bow planes 266 comprise associated inboard 266.1 and outboard 266.2 planing surfaces that are interconnected with a shaft 268 extending through and across the associated port 14.1 or starboard 14.2 stabilizer. The angle of each adjustable bow plane 266 is set by an associated actuator 270, for example, a pneumatic actuator 270′, for example, that is operatively coupled to an inboard side 40.1, 40.2 of the associated port 20.1 or starboard 20.2 stanchion, and which acts on a pivot 272 attached to the associated inboard planing surface 266.1. In operation, the angle of the inboard 266.1 and outboard 266.2 planing surfaces is set so as to prevent the bows 122 of the port 14.1 and starboard 14.2 stabilizers from digging into the water 76 below the waves 76′.

Referring to FIGS. 37 a-c, a seventh embodiment of an articulated marine vehicle 10, 10.7 incorporates port 12.1 and starboard 12.2 central hulls operatively coupled to and supporting a platform 274, wherein the port central hull 12.1 comprises a central port pontoon 276.1 and an associated central port stanchion 278.1, the starboard central hull 12.2 comprises a central starboard pontoon 276.2 and an associated central starboard stanchion 278.2, wherein the central port 278.1 and starboard 278.2 stanchions are interconnected with a framework 280 having a drop from the platform 274 that increases from bow 70 to stern 72. The underside of the framework 280 supports an associated central lower airfoil surface 282 that slopes downwards from bow 70 to stern 72, and provides for generating central ground-effect lift. The articulated marine vehicle 10, 10.7 further comprises port 14.1 and starboard 14.2 stabilizers that are operatively coupled to the respective port 12.1 and starboard 12.2 central hulls via associated respective port 16.1 and starboard 16.2 linkage assemblies, respectively, that either incorporate or support associated respective port 18.1 and starboard 18.2 airfoil assemblies. The port 14.1 and starboard 14.2 stabilizers may comprise respective port 276.3 and starboard 276.4 pontoons similar to the central port 276.1 and starboard 276.2 pontoons, or some other form of stabilizer as described hereinabove in accordance with the first embodiment of an articulated marine vehicle 10, 10.1. The size of the port 276.3 and starboard 276.4 pontoons need not be the same as that of the central port 276.1 and starboard 276.2 pontoons. For example, relatively smaller, i.e. less buoyant, port 276.3 and starboard 276.4 pontoons relative to the central port 276.1 and starboard 276.2 pontoons would be expected to provide for increasing the potential maximum operating speed of the seventh embodiment of an articulated marine vehicle 10, 10.7.

The port 16.1 and starboard 16.2 linkage assemblies are coupled to the port 14.1 and starboard 14.2 stabilizers with associated port 20.1 and starboard 20.2 stanchions, respectively. For example, in the seventh embodiment of the articulated marine vehicle 10, 10.7, the port 16.1 and starboard 16.2 linkage assemblies comprise associated respective port 16.1′ and starboard 16.2′ four-bar linkage assemblies, for example, constructed as described hereinabove for the first embodiment of an articulated marine vehicle 10, 10.1, with associated upper inboard port 24.1 and starboard 24.2 hinges operatively coupled to respective upper portions of the outboard sides of the central port 278.1 and starboard 278.2 stanchions, respectively; associated upper outboard port 26.1 and starboard 26.2 hinges operatively coupled to respective inboard sides 40.1, 40.2 of the port 20.1 and starboard 20.2 stanchions, respectively, and parallel to the respective upper inboard port 24.1 and starboard 24.2 hinges; associated lower inboard port 30.1 and starboard 30.2 hinges operatively coupled to respective outboard sides of the central port 278.1 and starboard 278.2 stanchions, respectively, and sloped downwards from bow to stern; and associated lower outboard port 32.1 and starboard 32.2 hinges operatively coupled to respective inboard sides 40.1, 40.2 of the port 20.1 and starboard 20.2 stanchions, respectively, and parallel to the respective lower inboard port 30.1 and starboard 30.2 hinges. The port 18.1 and starboard 18.2 airfoil assemblies incorporated or supported by the port 16.1 and starboard 16.2 linkage assemblies comprise respective lower port 114 and starboard 118 airfoil surfaces, for example, respective planar surfaces 114′, 118′, that provide for generating a ground-effect air pressure within the cavities 162 bounded from above thereby, bounded laterally by the respective inboard surfaces of the port 20.1 and starboard 20.2 stanchions and by the respective outboard surfaces of the central port 278.1 and starboard 278.2 stanchions, and bounded from below by the water 76, responsive to a forward motion of the articulated marine vehicle 10, 10.7 over the water 76. The angular orientation of the port linkage assembly 16.1, and the associated port airfoil assembly 18.1, and the height of the port stabilizer 14.1, are controlled by forward 284.1 and aft 284.2 port actuators, for example, automotive-style air shock absorbers 42′, that depend from the platform 274 and are operatively coupled to respective outboard portions of the port linkage assembly 16.1, with pivotal connections either directly to respective outboard portions of associated upper links 22 of the port linkage assembly 16.1, or indirectly to upper outboard longitudinal beams 90 associated therewith. Similarly, the angular orientation of the starboard linkage assembly 16.2, and the associated starboard airfoil assembly 18.2, and the height of the starboard stabilizer 14.2, are controlled by forward 286.1 and aft 286.2 starboard actuators, for example, automotive-style air shock absorbers 42′, that depend from the platform 274 and are operatively coupled to respective outboard portions of the starboard linkage assembly 16.2, with pivotal connections either directly to respective outboard portions of associated upper links 22 of the starboard linkage assembly 16.2, or indirectly to upper outboard longitudinal beams 90 associated therewith. In the seventh embodiment of an articulated marine vehicle 10, 10.7, the upper range of motion of the port 16.1 and starboard 16.2 linkage assemblies is limited by the platform 274 to a substantially level position. Otherwise, the port 16.1 and starboard 16.2 linkage assemblies and associated port 14.1 and starboard 14.2 stabilizers may be controlled as described hereinabove for the first embodiment of the articulated marine vehicle 10, 10.1, for example, as illustrated in FIGS. 13 a-b, 14 a-b, 15 a-b and 17 a-b.

The sides of the port 20.1 and starboard 20.2 stanchions are illustrated extended above the upper outboard port 26.1 and starboard 26.2 hinges so as to provide for a safety wall or rail 288. Alternatively, the tops of the port 20.1 and starboard 20.2 stanchions could be aligned with the upper outboard port 26.1 and starboard 26.2 hinges, and associated safety walls or rails could be incorporated on the platform 274.

Generally, the articulated marine vehicle 10 may be constructed or adapted in various ways. For example, an existing aluminum- or fiberglass-hulled boat, particularly, boats with relatively deep hulls, including sailboats, off-shore racing boats, water sports boats, and military boats, may be readily adapted as an articulated marine vehicle 10 adding provisions to the side of the associated central hull 12 to support the port 16.1 and starboard 16.2 linkage assemblies and associated port 20.1 and starboard 20.2 stanchions and port 14.1 and starboard 14.2 stabilizers, and by adding the associated central keel 68.

Generally, the articulated marine vehicle 10 operating on a body of water may be powered either by action of a propeller or a water jet against water of the body of water, by action of wind on a sail or other aerodynamic surface, or by an associated powerplant-driven propeller—for example, as used in an air boat,—or a jet or rocket engine, acting on the atmospheric air 120.

Furthermore, the articulated marine vehicle 10 may be adapted to provide for controlling or adjusting the width, i.e. the transverse extent, of the port 18.1 and starboard 18.2 airfoil assemblies or the associated port 186.1 and starboard 186.2 aircraft-style wing-like airfoil surfaces, depending upon the embodiment, for example, with actuator-driven telescoping port 18.1 and starboard 18.2 airfoil assemblies or associated port 186.1 and starboard 186.2 aircraft-style wing-like airfoil surfaces, while simultaneously controlling or adjusting the transverse spacing of the port 20.1 and starboard 20.2 stanchions and associated port 14.1 and starboard 14.2 stabilizers. For example, the width of the port 18.1 and starboard 18.2 airfoil assemblies could be controlled or adapted responsive to the speed of the articulated marine vehicle 10, the associated sea state or weather, or the weight of the central hull 12.

In one embodiment of an articulated marine vehicle 10, the lower portion of the central hull 12 is thermo-formed from a relatively thick ultraviolet stabilized LEXAN® clear plastic sheet. A tubular aluminum framework is fitted to the inside of the LEXAN® lower portion of the central hull 12 and glued in place thereto, and used to support or form the upper portion of the central hull 12 that is sealed to the LEXAN® lower portion of the central hull 12. The port 18.1 and starboard 18.2 airfoil assemblies are constructed from Hexcel HexWeb® Honeycomb. The center keel 68 and port 14.1 and starboard 14.2 stabilizers are both filled with foam, for example, closed-cell urethane foam, for flotation, wherein the total flotation of the central hull 12, port 16.1 and starboard 16.2 linkage assemblies, port 20.1 and starboard 20.2 stanchions, and port 14.1 and starboard 14.2 stabilizers is adapted to float twice the weight of the articulated marine vehicle 10. In one anticipated commercial embodiment, the central hull is about 18.5 feet in length, with the port 14.1 and starboard 14.2 stabilizers each 25 feet long. The port 14.1 and starboard 14.2 stabilizers are adapted with associated trolling motor drives to provide for docking, slow cruising, and fishing activities such as trolling and bass fishing. When used for fishing, the port 14.1 or starboard 14.2 stabilizers or the port 18.1 or starboard 18.2 airfoil assemblies may be adapted with live wells and/or minnow compartments, for example, under a carpeted upper port 112 or starboard 116 airfoil surface. Dual fuel tanks may be mounted in the port 18.1 and starboard 18.2 airfoil assemblies and adapted to be filled from the outside of the corresponding port 20.1 and starboard 20.2 stanchions. Accordingly, this feature provides for locating all the fuel and associate fumes outside the central hull 12, so that associated fuel and fumes are not able to otherwise accumulate within the central hull 12 which could pose a safety or heath problem. The ground effect lift and associated reduction in drag on the central hull 12, and the relatively low drag of the port 14.1 and starboard 14.2 stabilizers when piercing waves 76′ provides for reducing the amount of power needed to propel the articulated marine vehicle 10 in comparison with a conventional marine vehicle of equal length.

In another embodiment, the articulated marine vehicle 10 is adapted as an inflatable, high-speed tri-hull marine vehicle, for use as a life raft, a rescue vessel, a fishing vessel, a stealth vessel, a reconnaissance vessel, a sailing vessel, or a vessel for water sports, and particularly suited for use in rough water. In this embodiment, an inflatable keel 68 is attached to a relatively lightweight, waterproof rigid foam reinforced deck. This deck is attached with waterproof fabric—for example, fabrics coated with HYPALON®, Neoprene, PVC or polyurethane—and bonded with glue or plastic welded, using strap hinges coupled to rigid foam sides that are reinforced both longitudinally and vertically. The bow 70 and stern 72 are constructed of a relatively tough, flexible waterproof material capable of flexing out of the way when the articulated marine vehicle 10 is folded for storage or travel. After the articulated marine vehicle 10 is unfolded for use, reinforced rigid foam panels are dropped-in for the bow 70 and the stern 72. The sides of the articulated marine vehicle 10 are then connected to the associated port 18.1 and starboard 18.2 airfoil assemblies using the same type of flexible fabric used to skin the remainder of the articulated marine vehicle 10. The port 18.1 and starboard 18.2 airfoil assemblies are constructed of reinforced rigid foam and covered on both sides with waterproof flexible material. The upper and lower inboard port and starboard hinges 24.1, 24.2, 30.1, 30.2 are constructed with bonded strap hinges of waterproof material extending the full length of the central hull 12. The port 18.1 and starboard 18.2 airfoil assemblies are constructed from reinforced rigid foam covered top and bottom with waterproof material, the top being of skid-resistant material. The width of each of the port 18.1 and starboard 18.2 airfoil assemblies is about half that of the deck of the central hull 12. The leading and trailing edges of each of the port 18.1 and starboard 18.2 airfoil assemblies taper at about a 45 degree angle both fore and aft from the central hull 12 to the corresponding fore and aft ends of the port 20.1 and starboard 20.2 stanchions, and are connected thereto with the upper and lower outboard port and starboard hinges 26.1, 26.2, 32.1, 32.2 constructed with bonded strap hinges of waterproof material extending the full length of each of the port 20.1 and starboard 20.2 stanchions. Tubular inflatable port 14.1 and starboard 14.2 stabilizers constructed of flexible, laterally reinforced waterproof fabric are connected to the bases of the port 20.1 and starboard 20.2 stanchions, respectively. Each port 14.1 and starboard 14.2 stabilizer is about 20 percent longer than the base of the corresponding port 20.1 and starboard 20.2 stanchion, and incorporates an upwardly tapered bow portion. The stern 72 is constructed from two sheets of reinforced rigid foam so as to provide sufficient strength for mounting an outboard engine 160 thereto, with one of the sheets removable from each side.

The port 18.1 and starboard 18.2 airfoil assemblies incorporate air adjustable fore and aft automotive-style air shock absorbers 42′ that extend underneath the outboard end of the lower port 114 and starboard 118 airfoil surfaces, to the base of the side of the central hull 12, and which may be removably connected using spring-loaded ball-lock pins. The automotive-style air shock absorbers 42′ provide for adjusting ride height independent of passenger and cargo weight to adapt to wave conditions and provide for ride comfort. All of the inflatable elements of the articulated marine vehicle 10, including the associated automotive-style air shock absorbers 42′/air cylinders, could be rapidly pressurized using a CO2 cartridge or some other type of gas generator, for example, as used for aircraft emergency slides. A set of four braces, one on each side of the automotive-style air shock absorbers 42′, is provided between each of the port 18.1 and starboard 18.2 airfoil assemblies and the corresponding port 20.1 and starboard 20.2 stanchions so as to provide for nominally holding the port 18.1 and starboard 18.2 airfoil assemblies at about ninety degrees relative to the corresponding port 20.1 and starboard 20.2 stanchions. The entire port airfoil assembly 18.1, stanchion 20.1 and stabilizer 14.1, and the entire starboard airfoil assembly 18.2, stanchion 20.2 and stabilizer 14.2, could then each be independently moved up and down relative to the central hull 12 by the associated automotive-style air shock absorbers 42′ so as to provide for the central hull 12 to rise above the waves 76′ with the keel 68 riding on the tops of the waves 76′, and with the associated port 14.1 and starboard 14.2 stabilizers piercing the waves.

When operated, the attitude of the articulated marine vehicle 10 in the water 76 can be controlled by controlling the pressure in the associated automotive-style air shock absorbers 42′ of the associated forward 44.1, 50.1 and aft 44.2, 50.2 control arms relative to one another, fore to aft. Also, the fore and aft location of the center-of-gravity of the articulated marine vehicle 10 may be set or adjusted by setting or adjusting the relative position of the stabilizers 14.1, 14.2, fore and aft, relative to the central hull 12. For example, the location of the stabilizers 14.1, 14.2 in an articulated marine vehicle 10 with an outboard engine 160 would generally be aft of the corresponding location of the stabilizers 14.1, 14.2 in an articulated marine vehicle 10 with a center-mounted inboard engine.

The articulated marine vehicle 10 can also adapted for large vessel applications, for example, high-speed fuel-efficient container ships and warship applications, including aircraft carriers.

While specific embodiments have been described in detail in the foregoing detailed description and illustrated in the accompanying drawings, those with ordinary skill in the art will appreciate that various modifications and alternatives to those details could be developed in light of the overall teachings of the disclosure. It should be understood, that any reference herein to the term “or” is intended to mean an “inclusive or” or what is also known as a “logical OR”, wherein the expression “A or B” is true if either A or B is true, or if both A and B are true. Accordingly, the particular arrangements disclosed are meant to be illustrative only and not limiting as to the scope of the invention, which is to be given the full breadth of the appended claims, and any and all equivalents thereof. 

1. An articulated marine vehicle adapted to operate on a body of water, comprising: a. at least one central hull; b. a first outboard stanchion; c. a second outboard stanchion; d. at least one first linkage operatively coupling said first outboard stanchion to a first outboard side of said at least one central hull, wherein said at least one first linkage pivots about a first upper inboard hinge operatively coupled to said first outboard side of said at least one central hull; e. at least one second linkage operatively coupling said second outboard stanchion to a second outboard side of said at least one central hull, wherein said second outboard side is opposite to said first outboard side, and said at least one second linkage pivots about a second upper inboard hinge operatively coupled to said second outboard side of said at least one central hull; f. at least one first outboard buoyant stabilizer operatively coupled to a base of said first outboard stanchion; g. at least one second outboard buoyant stabilizer operatively coupled to a base of said second outboard stanchion; h. a first substantially continuous surface either incorporated in or operatively coupled to said first outboard stanchion, wherein said first substantially continuous surface extends in a first direction from a first region proximate to said at least one first outboard buoyant stabilizer to a second region proximate to said at least one first linkage, said first substantially continuous surface extends in a second direction along a substantial portion of a length of said at least one central hull, and said first direction is orthogonal to said second direction; i. a second substantially continuous surface either incorporated in or operatively coupled to said second outboard stanchion, wherein said second substantially continuous surface extends in a third direction from a third region proximate to said at least one second outboard buoyant stabilizer to a fourth region proximate to said at least one second linkage, said second substantially continuous surface extends in a fourth direction along a substantial portion of said length of said at least one central hull, and said third direction is orthogonal to said fourth direction; j. a first airfoil assembly operatively coupled to or a part of said at least one first linkage, wherein said first airfoil assembly is operative between said first outboard side of said at least one central hull and said first outboard stanchion so as to provide for pressurizing a first portion of air within a first cavity between said first outboard side of said at least one central hull and said first outboard stanchion responsive to a forward motion of the articulated marine vehicle over a body of water, and said first cavity is also below said first airfoil assembly and above an upper surface of said body of water; k. a second airfoil assembly operatively coupled to or a part of said at least one second linkage, wherein said second airfoil assembly is operative between said second outboard side of said at least one central hull and said second outboard stanchion so as to provide for pressurizing a second portion of air within a second cavity between said second outboard side of said at least one central hull and said second outboard stanchion responsive to said forward motion of the articulated marine vehicle over a body of water, and said second cavity is also below said second airfoil assembly and above an upper surface of said body of water; l. at least one first actuator operative between said at least one central hull and said at least one first linkage, wherein said at least one first actuator provides for rotating both said at least one first linkage and said first airfoil assembly relative to said at least one central hull, and said at least one first actuator provides for raising or lowering said at least one first outboard buoyant stabilizer relative to said at least one central hull responsive to the rotation of said at least one first linkage relative to said at least one central hull; m. at least one second actuator operative between said at least one central hull and said at least one second linkage, wherein said at least one second actuator provides for rotating both said at least one second linkage and said second airfoil assembly relative to said at least one central hull, and said at least one second actuator provides for raising or lowering said at least one second outboard buoyant stabilizer relative to said at least one central hull responsive to the rotation of said at least one second linkage relative to said at least one central hull;
 2. An articulated marine vehicle as recited in claim 1, wherein said at least one central hull comprises a corresponding at least one central keel extending downward and forwards of the corresponding at least one central hull.
 3. An articulated marine vehicle as recited in claim 2, wherein said corresponding at least one central keel comprises a corresponding at least one convex V-shaped surface that is offset from said corresponding at least one central hull.
 4. An articulated marine vehicle as recited in claim 2, wherein a bow portion of said at least one central keel is shaped so that a width thereof increases monotonically from bottom to top of said bow of said at least one central hull.
 5. An articulated marine vehicle as recited in claim 1, wherein said at least one central hull comprises a pair of central hulls, each said at least one central hull of said pair of central hulls comprises a central stanchion supported by a pontoon, and said at least one central hull further comprises a platform supported by both said central stanchions of said pair of central hulls.
 6. An articulated marine vehicle as recited in claim 1, further comprising a power plant driven propeller or water pump operatively coupled to said at least one central hull that provides for generating a reaction force against water of said body of water.
 7. An articulated marine vehicle as recited in claim 1, further comprising a sail mast operatively coupled to said at least one central hull, wherein said sail mast provides for supporting a sail, and said sail provides for propelling the articulated marine vehicle responsive to an action of wind on said sail.
 8. An articulated marine vehicle as recited in claim 1, wherein said at least one central hull comprises a tapered socket that provides for receiving a tapered base of a sail mast, said sail mast provides for supporting a sail, and said sail provides for propelling the articulated marine vehicle responsive to an action of wind on said sail.
 9. An articulated marine vehicle as recited in claim 8, wherein said tapered socket is located between a pair of transverse bulkheads within said at least one central hull.
 10. An articulated marine vehicle as recited in claim 1, further comprising at least one power plant driven propeller or water pump operatively coupled to or incorporated within at least one of said at least one first outboard buoyant stabilizer and said at least one second outboard buoyant stabilizer.
 11. An articulated marine vehicle as recited in claim 1, wherein a. said at least one first linkage comprises a first four-bar linkage comprising: i. at least one first upper link extending between and hinged about both said first upper inboard hinge and a first upper outboard hinge; and ii. at least one first lower link extending between and hinged about both a first lower inboard hinge and a first lower outboard hinge, wherein said at least one first upper link is above and substantially parallel to said at least one first lower link, said at least one first upper link and said at least one first lower link are of substantially equal length, said first upper inboard hinge is substantially parallel to said first upper outboard hinge, said first lower inboard hinge is substantially parallel to said first lower outboard hinge, said first upper inboard hinge and said first lower inboard hinge are each operatively coupled to said first outboard side of said at least one central hull; and iii. said first upper outboard hinge and said first lower outboard hinge are each operatively coupled to said first outboard stanchion; and b. said at least one second linkage comprises a second four-bar linkage comprising: i. at least one second upper link extending between and hinged about both said second upper inboard hinge and a second upper outboard hinge; and ii. at least one second lower link extending between and hinged about both a second lower inboard hinge and a second lower outboard hinge, wherein said at least one second upper link is above and substantially parallel to said at least one second lower link, said at least one second upper link and said at least one second lower link are of substantially equal length, said second upper inboard hinge is substantially parallel to said second upper outboard hinge, said second lower inboard hinge is substantially parallel to said second lower outboard hinge, said second upper inboard hinge and said second lower inboard hinge are each operatively coupled to said second outboard side of said at least one central hull; and said second upper outboard hinge and said second lower outboard hinge are each operatively coupled to said second outboard stanchion.
 12. An articulated marine vehicle as recited in claim 11, wherein a. said first upper inboard hinge is operatively coupled to said first outboard side of said at least one central hull proximate to an associated first gunwale thereof, said first upper outboard hinge is operatively coupled to either an inboard side of said first outboard stanchion or to or near a top of said first outboard stanchion, said first lower inboard hinge is operatively coupled to said first outboard side of said at least one central hull, and said first lower outboard hinge is operatively coupled to said inboard side of said first outboard stanchion; and b. said second upper inboard hinge is operatively coupled to said second outboard side of said at least one central hull proximate to an associated second gunwale thereof, said second upper outboard hinge is operatively coupled to either an inboard side of said second outboard stanchion or to or near a top of said second outboard stanchion, said second lower inboard hinge is operatively coupled to said second outboard side of said at least one central hull, and said second lower outboard hinge is operatively coupled to said inboard side of said second outboard stanchion.
 13. An articulated marine vehicle as recited in claim 12, wherein said first upper inboard hinge is substantially parallel to said associated first gunwale, and said second upper inboard hinge is substantially parallel to said associated second gunwale.
 14. An articulated marine vehicle as recited in claim 11, wherein said first lower inboard hinge slopes downward from bow to stern thereof relative to said first upper inboard hinge, said first lower outboard hinge slopes downward from bow to stern thereof relative to said first upper outboard hinge, said second lower inboard hinge slopes downward from bow to stern thereof relative to said second upper inboard hinge, and said second lower outboard hinge slopes downward from bow to stern thereof relative to said second upper outboard hinge.
 15. An articulated marine vehicle as recited in claim 11, wherein said first upper inboard hinge and said first lower inboard hinge are substantially coplanar with respect to a first plane, said first upper outboard hinge and said first lower outboard hinge are substantially coplanar with respect to a second plane, said second upper inboard hinge and said second lower inboard hinge are substantially coplanar with respect to a third plane, and said second upper outboard hinge and said second lower outboard hinge are substantially coplanar with respect to a fourth plane.
 16. An articulated marine vehicle as recited in claim 15, wherein said first and third planes are each substantially parallel to a vertical axis of the articulated marine vehicle.
 17. An articulated marine vehicle as recited in claim 11, wherein said first upper inboard hinge comprises and associated plurality of interleaved first upper inboard hinge bushings that provide for constraining relative motion of said at least one first linkage relative to said at least one central hull along a first upper inboard axis of rotation of said first upper inboard hinge, said first upper outboard hinge comprises and associated plurality of interleaved first upper outboard hinge bushings that provide for constraining relative motion of said at least one first linkage relative to said first outboard stanchion along a first upper outboard axis of rotation of said first upper outboard hinge, said second upper inboard hinge comprises and associated plurality of interleaved second upper inboard hinge bushings that provide for constraining relative motion of said at least one second linkage relative to said at least one central hull along a second upper inboard axis of rotation of said second upper inboard hinge, and said second upper outboard hinge comprises and associated plurality of interleaved second upper outboard hinge bushings that provide for constraining relative motion of said at least one second linkage relative to said second outboard stanchion along a second upper outboard axis of rotation of said second upper outboard hinge.
 18. An articulated marine vehicle as recited in claim 17, wherein said first lower inboard hinge slopes downward from bow to stern thereof relative to said first upper inboard hinge, said first lower outboard hinge slopes downward from bow to stern thereof relative to said first upper outboard hinge, said second lower inboard hinge slopes downward from bow to stern thereof relative to said second upper inboard hinge, said second lower outboard hinge slopes downward from bow to stern thereof relative to said second upper outboard hinge, said first lower inboard hinge comprises an associated plurality of interleaved first lower inboard hinge bushings that that are spaced apart from one another so as to allow for relative motion of said at least one first linkage relative to said at least one central hull along a first lower inboard axis of rotation of said first lower inboard hinge, said first lower outboard hinge comprises an associated plurality of interleaved first lower outboard hinge bushings that that are spaced apart from one another so as to allow for relative motion of said at least one first linkage relative to said first outboard stanchion along a first lower outboard axis of rotation of said first lower outboard hinge, said second lower inboard hinge comprises an associated plurality of interleaved second lower inboard hinge bushings that that are spaced apart from one another so as to allow for relative motion of said at least one second linkage relative to said at least one central hull along a second lower inboard axis of rotation of said second lower inboard hinge, and said second lower outboard hinge comprises an associated plurality of interleaved second lower outboard hinge bushings that that are spaced apart from one another so as to allow for relative motion of said at least one second linkage relative to said second outboard stanchion along a second lower outboard axis of rotation of said second lower outboard hinge.
 19. An articulated marine vehicle as recited in claim 11, wherein at least one of said first upper inboard hinge, said first upper outboard hinge, said second upper inboard hinge, and said second upper outboard hinge comprises at least one strap hinge in cooperation with at least one pair of associated hinge bushings.
 20. An articulated marine vehicle as recited in claim 11, wherein at least one of said first lower inboard hinge, said first lower outboard hinge, said second lower inboard hinge, and said second lower outboard hinge comprises at least one strap hinge incorporating a plurality of slots in at least one mounting portion of said at least one strap hinge so as to provide for said at least one mounting portion to slide relative to a remaining portion of the articulated marine vehicle to which said at least one mounting portion is mounted.
 21. An articulated marine vehicle as recited in claim 1, wherein said first outboard stanchion is rigidly connected to said at least one first linkage at an outboard end of said at least one first linkage, and said second outboard stanchion is rigidly connected to said at least one second linkage at an outboard end of said at least one second linkage.
 22. An articulated marine vehicle as recited in claim 21, wherein said at least one first actuator is operative external of said first outboard side of said at least one central hull, and said at least one second actuator is operative external of said second outboard side of said at least one central hull.
 23. An articulated marine vehicle as recited in claim 1, wherein said at least one first outboard buoyant stabilizer comprises at least one first outboard float, and said at least one second outboard buoyant stabilizer comprises at least one second outboard float.
 24. An articulated marine vehicle as recited in claim 23, wherein said at least one first outboard float comprises at least one first closed tubular float, and said at least one second outboard float comprises at least one second closed tubular float.
 25. An articulated marine vehicle as recited in claim 1, wherein said at least one first outboard buoyant stabilizer comprises at least one first outboard hydrofoil, wherein said at least one first outboard hydrofoil provides for generating a first buoyant lift responsive to a first hydrodynamic interaction with water of said body of water responsive to said forward motion of the articulated marine vehicle relative to said body of water, and said at least one second outboard buoyant stabilizer comprises at least one second outboard hydrofoil, wherein said at least one second outboard hydrofoil provides for generating a second buoyant lift responsive to a second hydrodynamic interaction with water of said body of water responsive to said forward motion of the articulated marine vehicle relative to said body of water.
 26. An articulated marine vehicle as recited in claim 1, wherein a length of said at least one first outboard buoyant stabilizer extends beyond said length of said at least one central hull, and a length of said at least one second outboard buoyant stabilizer extends beyond said length of said at least one central hull.
 27. An articulated marine vehicle as recited in claim 1, wherein a length of said at least one first outboard buoyant stabilizer is in a range from 100% to 250% of said length of said at least one central hull, and a length of said at least one second outboard buoyant stabilizer is in a range from 100% to 250% of said length of said at least one central hull.
 28. An articulated marine vehicle as recited in claim 23, wherein a buoyancy of said at least one first outboard buoyant stabilizer is in a range from 25% to 45% of a total weight of said at least one central hull, and a buoyancy of said at least one second outboard buoyant stabilizer is in a range from 25% to 45% of said total weight of said at least one central hull.
 29. An articulated marine vehicle as recited in claim 1, wherein said at least one first outboard buoyant stabilizer comprises at least one first keel, and said at least one second outboard buoyant stabilizer comprises at least one second keel.
 30. An articulated marine vehicle as recited in claim 1, wherein said at least one first outboard buoyant stabilizer comprises at least one first planing board operatively coupled thereto, and said at least one second outboard buoyant stabilizer comprises at least one second planing board operatively coupled thereto.
 31. An articulated marine vehicle as recited in claim 30, wherein said at least one first planing board is hinged to an aft end of said at least one first outboard buoyant stabilizer, and said at least one second planing board is hinged to an aft end of said at least one second outboard buoyant stabilizer, further comprising: a. at least one first air shock absorber operative between said aft end of said at least one first outboard buoyant stabilizer and an aft portion of said at least one first planing board; and b. at least one second air shock absorber operative between said aft end of said at least one second outboard buoyant stabilizer and an aft portion of said at least one second planing board.
 32. An articulated marine vehicle as recited in claim 31, further comprising: a. at least one associated first rudder mechanism operatively associated with said at least one first planing board, wherein said at least one associated first rudder mechanism comprises at least one first rudder; and b. at least one associated second rudder mechanism operatively associated with said at least one second planing board, wherein said at least one associated second rudder mechanism comprises at least one second rudder.
 33. An articulated marine vehicle as recited in claim 30, wherein said at least one first planing board comprises at least one first actuator-driven bow plane operatively associated with a forward portion of said at least one first outboard buoyant stabilizer, and said at least one second planing board comprises at least one second actuator-driven bow plane operatively associated with a forward portion of said at least one second outboard buoyant stabilizer.
 34. An articulated marine vehicle as recited in claim 1, wherein at least one of said at least one first outboard buoyant stabilizer and said at least one second outboard buoyant stabilizer comprises at least one of a fuel tank, a potable water tank, a wastewater tank, a live well, a storage area and a ballast tank.
 35. An articulated marine vehicle as recited in claim 11, wherein said first airfoil assembly comprises a first lower surface operatively coupled to a lower side of said at least one first lower link, and said second airfoil assembly comprises a second lower surface operatively coupled to a lower side of said at least one second lower link.
 36. An articulated marine vehicle as recited in claim 35, wherein said first airfoil assembly further comprises a first upper surface operatively coupled to an upper side of said at least one first upper link, and a first leading edge joining forward edge portions of said first upper surface and said first lower surface, and said second airfoil assembly further comprises a second upper surface operatively coupled to an upper side of said at least one second upper link, and a second leading edge joining forward edge portions of said second upper surface and said second lower surface.
 37. An articulated marine vehicle as recited in claim 1, wherein said at least one first actuator and said at least one second actuator comprise pneumatically actuated automotive air shock absorbers.
 38. An articulated marine vehicle as recited in claim 1, further comprising: a. a first forward control arm and a first aft control arm, each pivoted about a first upper inboard hinge pin of said first upper inboard hinge, wherein outboard portions of said first forward and aft control arms extend within and are operatively coupled to said at least one first linkage, inboard portions of said first forward and aft control arms extend within said at least one central hull, and said at least one first actuator comprises: i. at least one first forward linear actuator operative between said at least one central hull and a first forward inboard pivot proximate to and operatively coupled to or a part of an inboard end of said first forward control arm, ii. at least one first aft linear actuator operative between said at least one central hull and a first aft inboard pivot proximate to and operatively coupled to or a part of an inboard end of said first aft control arm, wherein an extension or retraction of said at least one first forward linear actuator and said at least one first aft linear actuator provides for rotating said at least one first linkage about said first upper inboard hinge relative to said at least one central hull; and b. a second forward control arm and a second aft control arm, each pivoted about a second upper inboard hinge pin of said second upper inboard hinge, wherein outboard portions of said second forward and aft control arms extend within and are operatively coupled to said at least one second linkage, inboard portions of said second forward and aft control arms extend within said at least one central hull, and said at least one second actuator comprises: i. at least one second forward linear actuator operative between said at least one central hull and a second forward inboard pivot proximate to and operatively coupled to or a part of an inboard end of said second forward control arm; and ii. at least one second aft linear actuator operative between said at least one central hull and a second aft inboard pivot proximate to and operatively coupled to or a part of an inboard end of said second aft control arm, wherein an extension or retraction of said at least one second forward linear actuator and said at least one second aft linear actuator provides for rotating said at least one second linkage about said second upper inboard hinge relative to said at least one central hull.
 39. An articulated marine vehicle as recited in claim 38, wherein said at least one first forward linear actuator comprises a pair of first forward linear actuators that straddle said first forward control arm, said at least one first aft linear actuator comprises a pair of first aft linear actuators that straddle said first aft control arm, said at least one second forward linear actuator comprises a pair of second forward linear actuators that straddle said second forward control arm, and said at least one second aft linear actuator comprises a pair of second aft linear actuators that straddle said second aft control arm.
 40. An articulated marine vehicle as recited in claim 38, wherein said first forward control arm is operatively associated with at least one forward transverse bulkhead within and operatively coupled to or a part of said at least one central hull, a first end of said at least one first forward linear actuator is pivotally connected to said at least one forward transverse bulkhead, a second end of said at least one first forward linear actuator is pivotally connected to said first forward inboard pivot, said first aft control arm is operatively associated with at least one aft transverse bulkhead within and operatively coupled to or a part of said at least one central hull, a first end of said at least one first aft linear actuator is pivotally connected to said at least one aft transverse bulkhead, a second end of said at least one first aft linear actuator is pivotally connected to said first aft inboard pivot, said second forward control arm is operatively associated with said at least one forward transverse bulkhead, a first end of said at least one second forward linear actuator is pivotally connected to said at least one forward transverse bulkhead, a second end of said at least one second forward linear actuator is pivotally connected to said second forward inboard pivot, said second aft control arm is operatively associated with said at least one aft transverse bulkhead, a first end of said at least one second aft linear actuator is pivotally connected to said at least one aft transverse bulkhead, and a second end of said at least one second aft linear actuator is pivotally connected to said second aft inboard pivot.
 41. An articulated marine vehicle as recited in claim 40, wherein said at least one first forward linear actuator comprises a pair of first forward linear actuators that straddle said first forward control arm, said at least one first aft linear actuator comprises a pair of first aft linear actuators that straddle said first aft control arm, said at least one second forward linear actuator comprises a pair of second forward linear actuators that straddle said second forward control arm, said at least one second aft linear actuator comprises a pair of second aft linear actuators that straddle said second aft control arm, said at least one forward transverse bulkhead comprises a pair of forward transverse bulkheads separated by a forward gap, first ends of said pair of first forward linear actuators are pivotally connected to said pair of forward transverse bulkheads within said forward gap with a first lower forward pin extending through first end portions of said pair of first forward linear actuators and through corresponding holes in said pair of forward transverse bulkheads, second ends of said pair of first forward linear actuators are pivotally connected to said first forward inboard pivot with a first upper forward pin extending through second end portions of said pair of first forward linear actuators and through said first forward inboard pivot, first ends of said pair of second forward linear actuators are pivotally connected to said pair of forward transverse bulkheads within said forward gap with a second lower forward pin extending through first end portions of said pair of second forward linear actuators and through corresponding holes in said pair of forward transverse bulkheads, second ends of said pair of second forward linear actuators are pivotally connected to said second forward inboard pivot with a second upper forward pin extending through second end portions of said pair of second forward linear actuators and through said second forward inboard pivot, said at least one aft transverse bulkhead comprises a pair of aft transverse bulkheads separated by an aft gap, first ends of said pair of first aft linear actuators are pivotally connected to said pair of aft transverse bulkheads within said aft gap with a first lower aft pin extending through first end portions of said pair of first aft linear actuators and through corresponding holes in said pair of aft transverse bulkheads, second ends of said pair of first aft linear actuators are pivotally connected to said first aft inboard pivot with a first upper aft pin extending through second end portions of said pair of first aft linear actuators and through said first aft inboard pivot, first ends of said pair of second aft linear actuators are pivotally connected to said pair of aft transverse bulkheads within said aft gap with a second lower aft pin extending through second end portions of said pair of second aft linear actuators and through corresponding holes in said pair of aft transverse bulkheads, and second ends of said pair of second aft linear actuators are pivotally connected to said second aft inboard pivot with a second upper aft pin extending through second end portions of said pair of second aft linear actuators and through said second aft inboard pivot.
 42. An articulated marine vehicle as recited in claim 41, wherein an inboard portion of at least one of said first forward control arm and said first aft control arm incorporates at least one first brake actuator operative within at least one of said forward gap between said pair of forward transverse bulkheads and said aft gap between said pair of aft transverse bulkheads so as to provide for generating friction responsive to pressing thereagainst upon actuation thereof, so as to provide for either locking said at least one of said first forward control arm and said first aft control arm in a first fixed position or so as to provide for fictional damping of said at least one of said first forward control arm and said first aft control arm, said at least one first brake actuator is located on a first side of said at least one of said first forward control arm and said first aft control arm, an inboard portion of at least one of said second forward control arm and said second aft control arm incorporates at least one second brake actuator operative within at least one of said forward gap between said pair of forward transverse bulkheads and said aft gap between said pair of aft transverse bulkheads so as to provide for generating friction responsive to pressing thereagainst upon actuation thereof, so as to provide for either locking said at least one of said second forward control arm and said second aft control arm in a second fixed position or so as to provide for fictional damping of said at least one of said second forward control arm and said second aft control arm, and said at least one second brake actuator is located on a first side of said at least one of said second forward control arm and said second aft control arm, further comprising: a. at least one first passive brake rod on an opposing second side of said at least one of said first forward control arm and said first aft control arm opposite said at least one first brake actuator; and b. at least one second passive brake rod on an opposing second side of said at least one of said second forward control arm and said second aft control arm opposite said at least one second brake actuator.
 43. An articulated marine vehicle as recited in claim 38, wherein at least one forward pair of first upper inboard hinge pin bushings of said first upper inboard hinge span said first forward control arm, at least one aft pair of first upper inboard hinge pin bushings of said first upper inboard hinge span said first aft control arm, at least one forward pair of second upper inboard hinge pin bushings of said second upper inboard hinge span said second forward control arm, and at least one aft pair of second upper inboard hinge pin bushings of said second upper inboard hinge span said second aft control arm.
 44. An articulated marine vehicle as recited in claim 11, further comprising: a. a first forward control arm and a first aft control arm, each pivoted about a first upper inboard hinge pin of said first upper inboard hinge, wherein outboard portions of said first forward and aft control arms extend within and are operatively coupled to said at least one first linkage, inboard portions of said first forward and aft control arms extend within said at least one central hull, and said at least one first actuator comprises: i. at least one first forward linear actuator operative between said at least one central hull and a first forward inboard pivot proximate to and operatively coupled to or a part of an inboard end of said first forward control arm; and ii. at least one first aft linear actuator operative between said at least one central hull and a first aft inboard pivot proximate to and operatively coupled to or a part of an inboard end of said first aft control arm, wherein an extension or retraction of said at least one first forward linear actuator and said at least one aft linear actuator provides for rotating said at least one first linkage about said first upper inboard hinge relative to said at least one central hull, at least one forward pair of first upper inboard hinge pin bushings of said first upper inboard hinge span said first forward control arm, at least one aft pair of first upper inboard hinge pin bushings of said first upper inboard hinge span said first aft control arm, said outboard portion of said first forward control arm is hinged about said first upper outboard hinge, at least one forward pair of first upper outboard hinge pin bushings of said first upper outboard hinge span said first forward control arm, said outboard portion of said first aft control arm is hinged about said first upper outboard hinge, and at least one aft pair of first upper outboard hinge pin bushings of said first upper outboard hinge span said first aft control arm; and b. a second forward control arm and a second aft control arm, each pivoted about a second upper inboard hinge pin of said second upper inboard hinge, wherein outboard portions of said second forward and aft control arms extend within and are operatively coupled to said at least one second linkage, inboard portions of said second forward and aft control arms extend within said at least one central hull, and said at least one second actuator comprises: i. at least one second forward linear actuator operative between said at least one central hull and a second forward inboard pivot proximate to and operatively coupled to or a part of an inboard end of said second forward control arm; and ii. at least one second aft linear actuator operative between said at least one central hull and a second aft inboard pivot proximate to and operatively coupled to or a part of an inboard end of said second aft control arm, wherein an extension or retraction of said at least one second forward linear actuator and said at least one aft linear actuator provides for rotating said at least one second linkage about said second upper inboard hinge relative to said at least one central hull, at least one forward pair of second upper inboard hinge pin bushings of said second upper inboard hinge span said second forward control arm, at least one aft pair of second upper inboard hinge pin bushings of said second upper inboard hinge span said second aft control arm, said outboard portion of said second forward control arm is hinged about said second upper outboard hinge, at least one forward pair of second upper outboard hinge pin bushings of said second upper outboard hinge span said second forward control arm, said outboard portion of said second aft control arm is hinged about said second upper outboard hinge, and at least one aft pair of second upper outboard hinge pin bushings of said second upper outboard hinge span said second aft control arm.
 45. An articulated marine vehicle as recited in claim 1, further comprising at least one stealth panel operatively associated with at least one of said first or second outboard stanchions, said first or second airfoil assemblies, and a bow or stern of the articulated marine vehicle, wherein said at least one stealth panel is either fixed or actuator-deployable.
 46. An articulated marine vehicle as recited in claim 1, further comprising at least one armor-plated panel operatively associated with at least one of said first or second outboard stanchions, said first or second airfoil assemblies, and a bow or stern of the articulated marine vehicle, wherein said at least one armor-plated panel is either fixed or actuator-deployable.
 47. A method of operating an articulated marine vehicle on a body of water, comprising operating said articulated marine vehicle in at least one mode of operation, wherein a first mode of said at least one mode of operation comprises: a. propelling said articulated marine vehicle so that a bow of said articulated marine vehicle moves with forward motion relative to said body of water; b. generating a first component of lift on said articulated marine vehicle by action of water of said body of water on a keel of said articulated marine vehicle responsive to said forward motion of said articulated marine vehicle relative to said body of water; c. generating a first air pressure in a first cavity responsive to said forward motion of said articulated marine vehicle relative to said body of water, wherein said first cavity is located above said body of water outboard of a first outboard side of at least one central hull of said articulated marine vehicle and inboard of a first outboard stanchion operatively coupled to said first outboard side of said at least one central hull of said articulated marine vehicle, and said first cavity is located below a first airfoil surface between said at least one central hull and said first outboard stanchion; d. generating a second component of lift on said articulated marine vehicle by action of said first air pressure on said first airfoil surface; e. generating a second air pressure in a second cavity responsive to said forward motion of said articulated marine vehicle relative to said body of water, wherein said second cavity is located above said body of water outboard of a second outboard side of said at least one central hull of said articulated marine vehicle and inboard of a second outboard stanchion operatively coupled to said second outboard side of said at least one central hull of said articulated marine vehicle, and said second cavity is located below a second airfoil surface between said at least one central hull and said second outboard stanchion; f. generating a third component of lift on said articulated marine vehicle by action of said second air pressure on said second airfoil surface; g. generating a fourth component of lift on said articulated marine vehicle responsive to said forward motion of said articulated marine vehicle relative to said body of water, wherein said fourth component of lift on said articulated marine vehicle is generated by action of either a first buoyant force or a first hydrodynamic force, or both said first buoyant force and said first hydrodynamic force, of water of said body of water on a first stabilizer operatively coupled below and to said second outboard stanchion; h. generating a fifth component of lift on said articulated marine vehicle responsive to said forward motion of said articulated marine vehicle relative to said body of water, wherein said fifth component of lift on said articulated marine vehicle is generated by action of either a second buoyant force or a second hydrodynamic force, or both said second buoyant force and said second hydrodynamic force, of water of said body of water on a second stabilizer operatively coupled below and to said second outboard stanchion; i. adjusting at least one of said second and fourth components of lift on said articulated marine vehicle by adjusting a first angular orientation of said first airfoil surface relative to said at least one central hull of said articulated marine vehicle; and j. adjusting at least one of said third and fifth components of lift on said articulated marine vehicle by adjusting a second angular orientation of said second airfoil surface relative to said at least one central hull of said articulated marine vehicle.
 48. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, wherein the operation of propelling said articulated marine vehicle comprises generating at least one propulsive force against at least one of at least one said at lest one central hull of said articulated marine vehicle and said first and second stabilizer, wherein said at least one propulsive force is responsive to either the action of a propeller or a water jet against water of said body of water.
 49. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, wherein the operation of propelling said articulated marine vehicle comprises generating at least one wind-generated propulsive force on said at least one central hull.
 50. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, further comprising spreading oncoming waves with a forward portion of said keel of said articulated marine vehicle.
 51. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, further comprising cancelling a substantial portion of a wake generated by or from said at least one central hull responsive to an action of rearward extensions of said first and second stabilizers extended rearward of a stern of said at least one central hull of said articulated marine vehicle.
 52. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, wherein a second mode of said at least one mode of operation comprises bridging a plurality of wave crests of said body of water with said first and second stabilizers.
 53. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, wherein a third mode of said at least one mode of operation comprises piercing a face of at least one wave with said first and second stabilizers.
 54. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, wherein a fourth mode of said at least one mode of operation comprises: a. moving said articulated marine vehicle in a direction having a substantial component parallel to a crest of at a wave of said body of water, and b. operating said first and second stabilizers at differing heights relative to said at least one central hull so as to provide for countering a roll motion of said at least one central hull by said wave.
 55. A method of operating an articulated marine vehicle on a body of water as recited in claim 47, wherein a fifth mode of said at least one mode of operation comprises: a. adjusting said first angular orientation of said first airfoil surface and said second angular orientation of said second airfoil surface so that said first and second airfoil surfaces are substantially level relative to said at least one central hull, and b. using at least one top portion of said first and second airfoil surfaces as a deck of said articulated marine vehicle. 